The Three Main Rings of the X-38 Vehicle 201 Shown under Construction at NASA Johnson Space Flight C

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows the X-38 Vehicle 201, intended for spaceflight testing, under construction at NASA Johnson Space Flight Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Drop Model: Used to Test Parafoil Landing System during Drop Tests

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 on Lakebed after Landing on Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a prototype of a Crew Return Vehicle (CRV) resting on the lakebed near the Dryden Flight Research Center after the completion of its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38: Plywood Mockup of Aft End Used for Flight Termination System Parachute Test

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows a plywood mockup of the X-38's aft end, minus vertical stabilizers, mounted on a truck for an economical test of the X-38's Flight Termination System (FTS) on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The FTS seven-foot diameter parachute was launched safely away from the mockup by a pyrotechnic firing system. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Arrival at NASA Dryden on June 4, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) is transported down a road at NASA's Dryden Flight Research Center, Edwards, California, upon its arrival there in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC). The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert during its first free flight in March 1998 at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - Landing After First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle touches down amidst the California desert scrubbrush at the end of its first free flight at the Dryden Flight Research Center, Edwards, California, in March 1998. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The X-38 lifting body research vehicle, seen here wrapped in a protective material, lowered onto a t

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 lifting body research vehicle, seen here wrapped in a protective material, is lowered onto a truck for shipping from the Dryden Flight Research Center in May 2000. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Two X-38 Ship Demonstrators in Development at NASA Johnson Space Flight Center

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows two X-38 Crew Return Vehicle technology demonstrators under development at NASA's Johnson Space Flight Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The First X-38 Technology Demonstrator (V-131) Shown with Modifications to the Rear to Conform More

NASA Technical Reports Server (NTRS)

1999-01-01

The first X-38 technology demonstrator (V-131) is seen here undergoing modifications to the rear to conform more to the shape of the future Crew Return Vehicle (CRV) The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Prototype Technology Demonstrator for the Crew Return Vehicle (CRV) and Project Managers Bob Ba

NASA Technical Reports Server (NTRS)

1999-01-01

Bob Baron of the Dryden Flight Research Center (left) and Brian Anderson of the Johnson Space Flight Center (right) flank an X-38 prototype Crew Return Vehicle technology demonstrator under construction at the Johnson Space Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Propulsion and airframe aerodynamic interactions of supersonic V/STOL configurations, phase 1

NASA Technical Reports Server (NTRS)

Mraz, M. R.; Hiley, P. E.

1985-01-01

A wind tunnel model of a supersonic V/STOL fighter configuration has been tested to measure the aerodynamic interaction effects which can result from geometrically close-coupled propulsion system/airframe components. The approach was to configure the model to present two different test techniques. One was a coventional test technique composed of two test modes. In the Flow-Through mode, absolute configuration aerodynamics are measured, including inlet/airframe interactions. In the Jet-Effects mode, incremental nozzle/airframe interactions are measured. The other test technique is a propulsion simulator approach, where a subscale, externally powered engine is mounted in the model. This allows proper measurement of inlet/airframe and nozzle/airframe interactions simultaneously.

Propulsion and airframe aerodynamic interactions of supersonic V/STOL configurations. Volume 1: Wind tunnel test pressure data report

NASA Technical Reports Server (NTRS)

Zilz, D. E.; Devereaux, P. A.

1985-01-01

A wind tunnel model of a supersonic V/STOL fighter configuration has been tested to measure the aerodynamic interaction effects which can result from geometrically close-coupled propulsion system/airframe components. The approach was to configure the model to represent two different test techniques. One was a conventional test technique composed of two test modes. In the Flow-Through mode, absolute configuration aerodynamics are measured, including inlet/airframe interactions. In the Jet-Effects mode, incremental nozzle/airframe interactions are measured. The other test technique is a propulsion simulator approach, where a sub-scale, externally powered engine is mounted in the model. This allows proper measurement of inlet/airframe and nozzle/airframe interactions simultaneously. This is Volume 1 of 2: Wind Tunnel Test Pressure Data Report.

Propulsion and airframe aerodynamic interactions of supersonic V/STOL configurations. Volume 4: Summary

NASA Technical Reports Server (NTRS)

Zilz, D. E.; Wallace, H. W.; Hiley, P. E.

1985-01-01

A wind tunnel model of a supersonic V/STOL fighter configuration has been tested to measure the aerodynamic interaction effects which can result from geometrically close-coupled propulsion system/airframe components. The approach was to configure the model to represent two different test techniques. One was a conventional test technique composed of two test modes. In the Flow-Through mode, absolute configuration aerodynamics are measured, including inlet/airframe interactions. In the Jet-Effects mode, incremental nozzle/airframe interactions are measured. The other test technique is a propulsion simulator approach, where a sub-scale, externally powered engine is mounted in the model. This allows proper measurement of inlet/airframe and nozzle/airframe interactions simultaneously. This is Volume 4 of 4: Final Report- Summary.

Propulsion and airframe aerodynamic interactions of supersonic V/STOL configurations. Volume 2: Wind tunnel test force and moment data report

NASA Technical Reports Server (NTRS)

Zilz, D. E.

1985-01-01

A wind tunnel model of a supersonic V/STOL fighter configuration has been tested to measure the aerodynamic interaction effects which can result from geometrically close-coupled propulsion system/airframe components. The approach was to configure the model to represent two different test techniques. One was a conventional test technique composed of two test modes. In the Flow-Through mode, absolute configuration aerodynamics are measured, including inlet/airframe interactions. In the Jet-Effects mode, incremental nozzle/airframe interactions are measured. The other test technique is a propulsion simulator approach, where a sub-scale, externally powered engine is mounted in the model. This allows proper measurement of inlet/airframe and nozzle/airframe interactions simultaneously. This is Volume 2 of 2: Wind Tunnel Test Force and Moment Data Report.

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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

A Full-Size Mockup of the Cabin for the Crew Return Vehicle (CRV) for the International Space Statio

NASA Technical Reports Server (NTRS)

1999-01-01

This photo, taken at NASA's Johnson Space Center, Houston, Texas, shows a full-size mockup of the cabin for the Crew Return Vehicle (CRV) for the International Space Station The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The Interior of the Crew Return Vehicle (CRV) Shows How Up to Seven Astronauts Can Be Carried

NASA Technical Reports Server (NTRS)

1999-01-01

This photo of the interior of a full-size mock-up of the Crew Return Vehicle (CRV) cabin at NASA's Johnson Space Center, Houston, Texas, shows how up to seven astronauts could be carried aboard the spacecraft. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Drop Model: Glides to Earth After Being Dropped from a Cessna

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Artist Concept of X-43A/Hyper-X Hypersonic Experimental Research Vehicle in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Hypersonic Experimental Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Research Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1997-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Top Rear View

NASA Technical Reports Server (NTRS)

1996-01-01

This aft-quarter model view of NASA's X-43A 'Hyper-X' or Hypersonic Experimental Vehicle shows its sleek, geometric design. 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

A side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

Sleek lines are apparent in this side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Top Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A top front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

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-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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Correlation of AH-1G airframe test data with a NASTRAN mathematical model

NASA Technical Reports Server (NTRS)

Cronkhite, J. D.; Berry, V. L.

1976-01-01

Test data was provided for evaluating a mathematical vibration model of the Bell AH-1G helicopter airframe. The math model was developed and analyzed using the NASTRAN structural analysis computer program. Data from static and dynamic tests were used for comparison with the math model. Static tests of the fuselage and tailboom were conducted to verify the stiffness representation of the NASTRAN model. Dynamic test data were obtained from shake tests of the airframe and were used to evaluate the NASTRAN model for representing the low frequency (below 30 Hz) vibration response of the airframe.

A Comparative Analysis of Two Full-Scale MD-500 Helicopter Crash Tests

NASA Technical Reports Server (NTRS)

Littell, Justin D.

2011-01-01

Two full scale crash tests were conducted on a small MD-500 helicopter at NASA Langley Research Center fs Landing and Impact Research Facility. One of the objectives of this test series was to compare airframe impact response and occupant injury data between a test which outfitted the airframe with an external composite passive energy absorbing honeycomb and a test which had no energy absorbing features. In both tests, the nominal impact velocity conditions were 7.92 m/sec (26 ft/sec) vertical and 12.2 m/sec (40 ft/sec) horizontal, and the test article weighed approximately 1315 kg (2900 lbs). Airframe instrumentation included accelerometers and strain gages. Four Anthropomorphic Test Devices were also onboard; three of which were standard Hybrid II and III, while the fourth was a specialized torso. The test which contained the energy absorbing honeycomb showed vertical impact acceleration loads of approximately 15 g, low risk for occupant injury probability, and minimal airframe damage. These results were contrasted with the test conducted without the energy absorbing honeycomb. The test results showed airframe accelerations of approximately 40 g in the vertical direction, high risk for injury probability in the occupants, and substantial airframe damage.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

A close-up view of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, portion of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California. 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this three-foot-long model at NASA's Dryden Flight Research Center, Edwards, California. 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this side view of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California. 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

NASA's B377SGT Super Guppy Turbine cargo aircraft touches down at Edwards Air Force Base, Calif. on

NASA Technical Reports Server (NTRS)

2000-01-01

NASA's B377SGT Super Guppy Turbine cargo aircraft touches down at Edwards Air Force Base, Calif. on June 11, 2000 to deliver the latest version of the X-38 flight test vehicle to NASA's Dryden Flight Research Center. The B-377SGT Super Guppy Turbine evolved from the 1960s-vintage Pregnant Guppy, Mini Guppy and Super Guppy, used for transporting sections of the Saturn rocket used for the Apollo program moon launches and other outsized cargo. The various Guppies were modified from 1940's and 50's-vintage Boeing Model 377 and C-97 Stratocruiser airframes by Aero Spacelines, Inc., which operated the aircraft for NASA. NASA's Flight Research Center assisted in certification testing of the first Pregnant Guppy in 1962. One of the turboprop-powered Super Guppies, built up from a YC-97J airframe, last appeared at Dryden in May, 1976 when it was used to transport the HL-10 and X-24B lifting bodies from Dryden to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. NASA's present Super Guppy Turbine, the fourth and last example of the final version, first flew in its outsized form in 1980. It and its three sister ships were built in the 1970s for Europe's Airbus Industrie to ferry outsized structures for Airbus jetliners to the final assembly plant in Toulouse, France. It later was acquired by the European Space Agency, and then acquired by NASA in late 1997 for transport of large structures for the International Space Station to the launch site. It replaced the earlier-model Super Guppy, which has been retired and is used for spare parts. NASA's Super Guppy Turbine carries NASA registration number N941NA, and is based at Ellington Field near the Johnson Space Center. For more information on NASA's Super Guppy Turbine, log onto the Johnson Space Center Super Guppy web page at http://spaceflight.nasa.gov/station/assembly/superguppy/

Fabrication and development of several heat pipe honeycomb sandwich panel concepts. [airframe integrated scramjet engine

NASA Technical Reports Server (NTRS)

Tanzer, H. J.

1982-01-01

The feasibility of fabricating and processing liquid metal heat pipes in a low mass honeycomb sandwich panel configuration for application on the NASA Langley airframe-integrated Scramjet engine was investigated. A variety of honeycomb panel facesheet and core-ribbon wick concepts was evaluated within constraints dictated by existing manufacturing technology and equipment. The chosen design consists of an all-stainless steel structure, sintered screen facesheets, and two types of core-ribbon; a diffusion bonded wire mesh and a foil-screen composite. Cleaning, fluid charging, processing, and process port sealing techniques were established. The liquid metals potassium, sodium and cesium were used as working fluids. Eleven honeycomb panels 15.24 cm X 15.24 cm X 2.94 cm were delivered to NASA Langley for extensive performance testing and evaluation; nine panels were processed as heat pipes, and two panels were left unprocessed.

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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Research Vehicle - Artist Concept Mounted on Pegasus Rocket Attached to B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This artist's concept depicts the Hyper-X research vehicle riding on a booster rocket prior to being launched by the Dryden Flight Research Center's B-52 at about 40,000 feet. 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

CFD Analysis of a T-38 Wing Fence

DTIC Science & Technology

2007-06-01

or making major adjustments to the existing airframe. The answer lies in flow control. Flow control devices like vortex generators, winglets , and wing...proposed by the Air Force Test Pilot School. The driving force for considering a wing fence as opposed to vane vortex generators or winglets 3 was a row of...devices are vortex generators, fences, high lift flaps, and winglets . Active flow control injects the boundary layer with energy from small jets of

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A close-up of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' carefully packed in a protective shipping framework, is unloaded from a container after its arrival at NASA's Dryden Flight Research Center in October 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A head-on view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Tom test 8/26/02 11:45am

NASA Technical Reports Server (NTRS)

2000-01-01

Members of the flight and ground crews prepare to unload equipment from NASA's B377SGT Super Guppy Turbine cargo aircraft on the ramp at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. The outsize cargo plane had delivered the latest version of the X-38 flight test vehicle to NASA Dryden when this photo was taken on June 11, 2000. The B-377SGT Super Guppy Turbine evolved from the 1960s-vintage Pregnant Guppy, Mini Guppy and Super Guppy, used for transporting sections of the Saturn rocket used for the Apollo program moon launches and other outsized cargo. The various Guppies were modified from 1940's and 50's-vintage Boeing Model 377 and C-97 Stratocruiser airframes by Aero Spacelines, Inc., which operated the aircraft for NASA. NASA's Flight Research Center assisted in certification testing of the first Pregnant Guppy in 1962. One of the turboprop-powered Super Guppies, built up from a YC-97J airframe, last appeared at Dryden in May, 1976 when it was used to transport the HL-10 and X-24B lifting bodies from Dryden to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. NASA's present Super Guppy Turbine, the fourth and last example of the final version, first flew in its outsized form in 1980. It and its three sister ships were built in the 1970s for Europe's Airbus Industrie to ferry outsized structures for Airbus jetliners to the final assembly plant in Toulouse, France. It later was acquired by the European Space Agency, and then acquired by NASA in late 1997 for transport of large structures for the International Space Station to the launch site. It replaced the earlier-model Super Guppy, which has been retired and is used for spare parts. NASA's Super Guppy Turbine carries NASA registration number N941NA, and is based at Ellington Field near the Johnson Space Center. For more information on NASA's Super Guppy Turbine, log onto the Johnson Space Center Super Guppy web page at http://spaceflight.nasa.gov/station/assembly/superguppy/

Airframe noise prediction evaluation

NASA Technical Reports Server (NTRS)

Yamamoto, Kingo J.; Donelson, Michael J.; Huang, Shumei C.; Joshi, Mahendra C.

1995-01-01

The objective of this study is to evaluate the accuracy and adequacy of current airframe noise prediction methods using available airframe noise measurements from tests of a narrow body transport (DC-9) and a wide body transport (DC-10) in addition to scale model test data. General features of the airframe noise from these aircraft and models are outlined. The results of the assessment of two airframe prediction methods, Fink's and Munson's methods, against flight test data of these aircraft and scale model wind tunnel test data are presented. These methods were extensively evaluated against measured data from several configurations including clean, slat deployed, landing gear-deployed, flap deployed, and landing configurations of both DC-9 and DC-10. They were also assessed against a limited number of configurations of scale models. The evaluation was conducted in terms of overall sound pressure level (OASPL), tone corrected perceived noise level (PNLT), and one-third-octave band sound pressure level (SPL).

Measurements and analysis of aircraft airframe noise

NASA Technical Reports Server (NTRS)

Putnam, T. W.; Lasagna, P. L.; White, K. C.

1975-01-01

Flyover measurements of the airframe noise of AeroCommander, JetStar, CV-990, and B-747 aircraft are presented. Data are shown for both cruise and landing configurations. Correlations between airframe noise and aircraft parameters are developed and presented. The landing approach airframe noise for the test aircraft was approximately 10 EPNdB below present FAA certification requirements.

Natural laminar flow experiments on modern airplane surfaces

NASA Technical Reports Server (NTRS)

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

1984-01-01

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

Optimization of helicopter airframe structures for vibration reduction considerations, formulations and applications

NASA Technical Reports Server (NTRS)

Murthy, T. Sreekanta

1988-01-01

Several key issues involved in the application of formal optimization technique to helicopter airframe structures for vibration reduction are addressed. Considerations which are important in the optimization of real airframe structures are discussed. Considerations necessary to establish relevant set of design variables, constraints and objectives which are appropriate to conceptual, preliminary, detailed design, ground and flight test phases of airframe design are discussed. A methodology is suggested for optimization of airframes in various phases of design. Optimization formulations that are unique to helicopter airframes are described and expressions for vibration related functions are derived. Using a recently developed computer code, the optimization of a Bell AH-1G helicopter airframe is demonstrated.

Life cycle cost analysis of aging aircraft airframe maintenance

NASA Astrophysics Data System (ADS)

Sperry, Kenneth Robert

Scope and method of study. The purpose of this study was to examine the relationship between an aircraft's age and its annual airframe maintenance costs. Common life cycle costing methodology has previously not recognized the existence of this cost growth potential, and has therefor not determined the magnitude nor significance of this cost element. This study analyzed twenty-five years of DOT Form 41-airframe maintenance cost data for the Boeing 727, 737, 747 and McDonnell Douglas DC9 and DC-10 aircraft. Statistical analysis included regression analysis, Pearson's r, and t-tests to test the null hypothesis. Findings and conclusion. Airframe maintenance cost growth was confirmed to be increasing after an aircraft's age exceeded its designed service objective of approximately twenty-years. Annual airframe maintenance cost growth increases were measured ranging from 3.5% annually for a DC-9, to approximately 9% annually for a DC-10 aircraft. Average measured coefficient of determination between age and airframe maintenance, exceeded .80, confirming a strong relationship between cost: and age. The statistical significance of the difference between airframe costs sampled in 1985, compared to airframe costs sampled in 1998 was confirmed by t-tests performed on each subject aircraft group. Future cost forecasts involving aging aircraft subjects must address cost growth due to aging when attempting to model an aircraft's economic service life.

Full-Scale Crash Test and Finite Element Simulation of a Composite Prototype Helicopter

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.; Boitnott, Richard L.; Lyle, Karen H.

2003-01-01

A full-scale crash test of a prototype composite helicopter was performed at the Impact Dynamics Research Facility at NASA Langley Research Center in 1999 to obtain data for validation of a finite element crash simulation. The helicopter was the flight test article built by Sikorsky Aircraft during the Advanced Composite Airframe Program (ACAP). The composite helicopter was designed to meet the stringent Military Standard (MIL-STD-1290A) crashworthiness criteria and was outfitted with two crew and two troop seats and four anthropomorphic dummies. The test was performed at 38-ft/s vertical and 32.5-ft/s horizontal velocity onto a rigid surface. An existing modal-vibration model of the Sikorsky ACAP helicopter was converted into a model suitable for crash simulation. A two-stage modeling approach was implemented and an external user-defined subroutine was developed to represent the complex landing gear response. The crash simulation was executed with a nonlinear, explicit transient dynamic finite element code. Predictions of structural deformation and failure, the sequence of events, and the dynamic response of the airframe structure were generated and the numerical results were correlated with the experimental data to validate the simulation. The test results, the model development, and the test-analysis correlation are described.

National Aero-Space Plane team selects design

NASA Astrophysics Data System (ADS)

Kandebo, Stanley W.

1990-10-01

The selection of a design configuration for the NASP currently favors a directionally stable lifting body that incorporates dual stabilizers, short wings, and a two-man, dorsal crew compartment. The X-30 is expected to be 150-200 ft long and to have a takeoff gross weight of 250,000-300,000 lb. Three to five scramjet engines and a single 50,000 to 70,000 lb thrust rocket integrated into the airframe are expected to power the vehicle. The rocket will provide the X-30 with the burst of energy it will require to obtain orbital velocity and also to maneuver the craft out of earth orbit. Continuing propulsion and technical advances that include materials, aerodynamics, and simulations areas are being developed by program researchers. One of the most important achievements has been the progress made in locating the boundary-layer transition point on the NASP; engine, airframe integration, and flight-test issues are being addressed in separate study programs.

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.

Ground shake test of the UH-60A helicopter airframe and comparison with NASTRAN finite element model predictions

NASA Technical Reports Server (NTRS)

Howland, G. R.; Durno, J. A.; Twomey, W. J.

1990-01-01

Sikorsky Aircraft, together with the other major helicopter airframe manufacturers, is engaged in a study to improve the use of finite element analysis to predict the dynamic behavior of helicopter airframes, under a rotorcraft structural dynamics program called DAMVIBS (Design Analysis Methods for VIBrationS), sponsored by the NASA-Langley. The test plan and test results are presented for a shake test of the UH-60A BLACK HAWK helicopter. A comparison is also presented of test results with results obtained from analysis using a NASTRAN finite element model.

NASA ERA Integrated CFD for Wind Tunnel Testing of Hybrid Wing-Body Configuration

NASA Technical Reports Server (NTRS)

Garcia, Joseph A.; Melton, John E.; Schuh, Michael; James, Kevin D.; Long, Kurtis R.; Vicroy, Dan D.; Deere, Karen A.; Luckring, James M.; Carter, Melissa B.; Flamm, Jeffrey D.;

NASA ERA Integrated CFD for Wind Tunnel Testing of Hybrid Wing-Body Configuration

NASA Technical Reports Server (NTRS)

Garcia, Joseph A.; Melton, John E.; Schuh, Michael; James, Kevin D.; Long, Kurt R.; Vicroy, Dan D.; Deere, Karen A.; Luckring, James M.; Carter, Melissa B.; Flamm, Jeffrey D.;

Members of the flight and ground crews prepare to unload equipment from NASA's B377SGT Super Guppy T

NASA Technical Reports Server (NTRS)

2000-01-01

Members of the flight and ground crews prepare to unload equipment from NASA's B377SGT Super Guppy Turbine cargo aircraft on the ramp at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. The outsize cargo plane had delivered the latest version of the X-38 flight test vehicle to NASA Dryden when this photo was taken on June 11, 2000. The B-377SGT Super Guppy Turbine evolved from the 1960s-vintage Pregnant Guppy, Mini Guppy and Super Guppy, used for transporting sections of the Saturn rocket used for the Apollo program moon launches and other outsized cargo. The various Guppies were modified from 1940's and 50's-vintage Boeing Model 377 and C-97 Stratocruiser airframes by Aero Spacelines, Inc., which operated the aircraft for NASA. NASA's Flight Research Center assisted in certification testing of the first Pregnant Guppy in 1962. One of the turboprop-powered Super Guppies, built up from a YC-97J airframe, last appeared at Dryden in May, 1976 when it was used to transport the HL-10 and X-24B lifting bodies from Dryden to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. NASA's present Super Guppy Turbine, the fourth and last example of the final version, first flew in its outsized form in 1980. It and its three sister ships were built in the 1970s for Europe's Airbus Industrie to ferry outsized structures for Airbus jetliners to the final assembly plant in Toulouse, France. It later was acquired by the European Space Agency, and then acquired by NASA in late 1997 for transport of large structures for the International Space Station to the launch site. It replaced the earlier-model Super Guppy, which has been retired and is used for spare parts. NASA's Super Guppy Turbine carries NASA registration number N941NA, and is based at Ellington Field near the Johnson Space Center. For more information on NASA's Super Guppy Turbine, log onto the Johnson Space Center Super Guppy web page at http://spaceflight.nasa.gov/station/assembly/superguppy/

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 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. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Longitudinal acceleration tests of overhead luggage bins and auxiliary fuel tank in a transport airplane airframe section

DOT National Transportation Integrated Search

1999-06-01

This report contains the description and test results of overhead stowage bin calibrations and longitudinal impact testing of a 10-foot transport airframe section conducted at the Transportation Research Center Inc. (TRC). The purpose of the tests wa...

Seal Technology for Hypersonic Vehicle and Propulsion: An Overview

NASA Technical Reports Server (NTRS)

Steinetz, Bruce M.

2008-01-01

Hypersonic vehicles and propulsion systems pose an extraordinary challenge for structures and materials. Airframes and engines require lightweight, high-temperature materials and structural configurations that can withstand the extreme environment of hypersonic flight. Some of the challenges posed include very high temperatures, heating of the whole vehicle, steady-state and transient localized heating from shock waves, high aerodynamic loads, high fluctuating pressure loads, potential for severe flutter, vibration, and acoustic loads and erosion. Correspondingly high temperature seals are required to meet these aggressive requirements. This presentation reviews relevant seal technology for both heritage (e.g. Space Shuttle, X-15, and X-38) vehicles and presents several seal case studies aimed at providing lessons learned for future hypersonic vehicle seal development. This presentation also reviews seal technology developed for the National Aerospace Plane propulsion systems and presents several seal case studies aimed at providing lessons learned for future hypersonic propulsion seal development.

Preliminary Analysis of Acoustic Measurements from the NASA-Gulfstream Airframe Noise Flight Test

NASA Technical Reports Server (NTRS)

Khorrami, Mehdi R.; Lockhard, David D.; Humphreys, Willliam M.; Choudhari, Meelan M.; Van De Ven, Thomas

2008-01-01

The NASA-Gulfstream joint Airframe Noise Flight Test program was conducted at the NASA Wallops Flight Facility during October, 2006. The primary objective of the AFN flight test was to acquire baseline airframe noise data on a regional jet class of transport in order to determine noise source strengths and distributions for model validation. To accomplish this task, two measuring systems were used: a ground-based microphone array and individual microphones. Acoustic data for a Gulfstream G550 aircraft were acquired over the course of ten days. Over twenty-four test conditions were flown. The test matrix was designed to provide an acoustic characterization of both the full aircraft and individual airframe components and included cruise to landing configurations. Noise sources were isolated by selectively deploying individual components (flaps, main landing gear, nose gear, spoilers, etc.) and altering the airspeed, glide path, and engine settings. The AFN flight test program confirmed that the airframe is a major contributor to the noise from regional jets during landing operations. Sound pressure levels from the individual microphones on the ground revealed the flap system to be the dominant airframe noise source for the G550 aircraft. The corresponding array beamform maps showed that most of the radiated sound from the flaps originates from the side edges. Using velocity to the sixth power and Strouhal scaling of the sound pressure spectra obtained at different speeds failed to collapse the data into a single spectrum. The best data collapse was obtained when the frequencies were left unscaled.

Crash Test of Three Cessna 172 Aircraft at NASA Langley Research Center's Landing and Impact Research Facility

NASA Technical Reports Server (NTRS)

Littell, Justin D.

2015-01-01

During the summer of 2015, three Cessna 172 aircraft were crash tested at the Landing and Impact Research Facility (LandIR) at NASA Langley Research Center (LaRC). The three tests simulated three different crash scenarios. The first simulated a flare-to-stall emergency or hard landing onto a rigid surface such as a road or runway, the second simulated a controlled flight into terrain with a nose down pitch on the aircraft, and the third simulated a controlled flight into terrain with an attempt to unsuccessfully recover the aircraft immediately prior to impact, resulting in a tail strike condition. An on-board data acquisition system captured 64 channels of airframe acceleration, along with acceleration and load in two onboard Hybrid II 50th percentile Anthropomorphic Test Devices, representing the pilot and co-pilot. Each test contained different airframe loading conditions and results show large differences in airframe performance. This paper presents test methods used to conduct the crash tests and will summarize the airframe results from the test series.

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.

Investigation of Rotor-Airframe Interaction Noise Associated with Small-Scale Rotary-Wing Unmanned Aircraft Systems

NASA Technical Reports Server (NTRS)

Zawodny, Nikolas S.; Boyd, D. Douglas, Jr.

2017-01-01

In this study, hover acoustic measurements are taken on isolated rotor-airframe configurations representative of smallscale, rotary-wing unmanned aircraft systems (UAS). Each rotor-airframe configuration consists of two fixed-pitch blades powered by a brushless motor, with a simplified airframe geometry intended to represent a generic multicopter arm. In addition to acoustic measurements, CFD-based aeroacoustic predictions are implemented on a subset of the experimentally tested rotor-airframe configurations in an effort to better understand the noise content of the rotor-airframe systems. Favorable agreements are obtained between acoustic measurements and predictions, based on both time- and frequency-domain post-processing techniques. Results indicate that close proximity of airframe surfaces result in the generation of considerable tonal acoustic content in the form of harmonics of the rotor blade passage frequency (BPF). Analysis of the acoustic prediction data shows that the presence of the airframe surfaces can generate noise levels either comparable to or greater than the rotor blade surfaces under certain rotor tip clearance conditions. Analysis of the on-surface Ffowcs Williams and Hawkings (FW-H) source terms provide insight as to the predicted physical noise-generating mechanisms on the rotor and airframe surfaces.

Full-Scale Crash Test of an MD-500 Helicopter

NASA Technical Reports Server (NTRS)

Littell, Justin

2011-01-01

A full-scale crash test was successfully conducted in March 2010 of an MD-500 helicopter at NASA Langley Research Center s Landing and Impact Research Facility. The reasons for conducting this test were threefold: 1 To generate data to be used with finite element computer modeling efforts, 2 To study the crashworthiness features typically associated with a small representative helicopter, and 3 To compare aircraft response to data collected from a previously conducted MD-500 crash test, which included an externally deployable energy absorbing (DEA) concept. Instrumentation on the airframe included accelerometers on various structural components of the airframe; and strain gages on keel beams, skid gear and portions of the skin. Three Anthropomorphic Test Devices and a specialized Human Surrogate Torso Model were also onboard to collect occupant loads for evaluation with common injury risk criteria. This paper presents background and results from this crash test conducted without the DEA concept. These results showed accelerations of approximately 30 to 50 g on the airframe at various locations, little energy attenuation through the airframe, and moderate to high probability of occupant injury for a variety of injury criteria.

NASA's Hyper-X Program

NASA Technical Reports Server (NTRS)

Rausch, Vincent L.; McClinton, Charles R.; Sitz, Joel; Reukauf, Paul

2000-01-01

This paper provides an overview of the objectives and status of the Hyper-X program which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment, the last stage preceding prototype development. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7 in the near future. In addition, the associated booster and vehicle-to-booster adapter are being prepared for flight and flight test preparations are well underway. Extensive risk reduction activities for the first flight and non-recurring design for the Mach 10 X-43 (3rd flight) are nearing completion. The Mach 7 flight of the X-43 will be the first flight of an airframe-integrated scramjet-powered vehicle.

Impact Testing and Simulation of Composite Airframe Structures

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Littell, Justin D.; Horta, Lucas G.; Annett, Martin S.; Fasanella, Edwin L.; Seal, Michael D., II

2014-01-01

Dynamic tests were performed at NASA Langley Research Center on composite airframe structural components of increasing complexity to evaluate their energy absorption behavior when subjected to impact loading. A second objective was to assess the capabilities of predicting the dynamic response of composite airframe structures, including damage initiation and progression, using a state-of-the-art nonlinear, explicit transient dynamic finite element code, LS-DYNA. The test specimens were extracted from a previously tested composite prototype fuselage section developed and manufactured by Sikorsky Aircraft Corporation under the US Army's Survivable Affordable Repairable Airframe Program (SARAP). Laminate characterization testing was conducted in tension and compression. In addition, dynamic impact tests were performed on several components, including I-beams, T-sections, and cruciform sections. Finally, tests were conducted on two full-scale components including a subfloor section and a framed fuselage section. These tests included a modal vibration and longitudinal impact test of the subfloor section and a quasi-static, modal vibration, and vertical drop test of the framed fuselage section. Most of the test articles were manufactured of graphite unidirectional tape composite with a thermoplastic resin system. However, the framed fuselage section was constructed primarily of a plain weave graphite fabric material with a thermoset resin system. Test data were collected from instrumentation such as accelerometers and strain gages and from full-field photogrammetry.

Three-dimensional calculations of rotor-airframe interaction in forward flight

NASA Technical Reports Server (NTRS)

Zori, Laith A. J.; Mathur, Sanjay R.; Rajagopalan, R. G.

1992-01-01

A method for analyzing the mutual aerodynamic interaction between a rotor and an airframe model has been developed. This technique models the rotor implicitly through the source terms of the momentum equations. A three-dimensional, incompressible, laminar, Navier-Stokes solver in cylindrical coordinates was developed for analyzing the rotor/airframe problem. The calculations are performed on a simplified model at an advance ratio of 0.1. The airframe surface pressure predictions are found to be in good agreement with wind tunnel test data. Results are presented for velocity and pressure field distributions in the wake of the rotor.

Flight Control Laws for NASA's Hyper-X Research Vehicle

NASA Technical Reports Server (NTRS)

Davidson, J.; Lallman, F.; McMinn, J. D.; Martin, J.; Pahle, J.; Stephenson, M.; Selmon, J.; Bose, D.

1999-01-01

The goal of the Hyper-X program is to demonstrate and validate technology for design and performance predictions of hypersonic aircraft with an airframe-integrated supersonic-combustion ramjet propulsion system. Accomplishing this goal requires flight demonstration of a hydrogen-fueled scramjet powered hypersonic aircraft. A key enabling technology for this flight demonstration is flight controls. Closed-loop flight control is required to enable a successful stage separation, to achieve and maintain the design condition during the engine test, and to provide a controlled descent. Before the contract award, NASA developed preliminary flight control laws for the Hyper-X to evaluate the feasibility of the proposed scramjet test sequence and descent trajectory. After the contract award, a Boeing/NASA partnership worked to develop the current control laws. This paper presents a description of the Hyper-X Research Vehicle control law architectures with performance and robustness analyses. Assessments of simulated flight trajectories and stability margin analyses demonstrate that these control laws meet the flight test requirements.

A Data System for a Rapid Evaluation Class of Subscale Aerial Vehicle

NASA Technical Reports Server (NTRS)

Hogge, Edward F.; Quach, Cuong C.; Vazquez, Sixto L.; Hill, Boyd L.

2011-01-01

A low cost, rapid evaluation, test aircraft is used to develop and test airframe damage diagnosis algorithms at Langley Research Center as part of NASA's Aviation Safety Program. The remotely operated subscale aircraft is instrumented with sensors to monitor structural response during flight. Data is collected for good and compromised airframe configurations to develop data driven models for diagnosing airframe state. This paper describes the data acquisition system (DAS) of the rapid evaluation test aircraft. A PC/104 form factor DAS was developed to allow use of Matlab, Simulink simulation code in Langley's existing subscale aircraft flight test infrastructure. The small scale of the test aircraft permitted laboratory testing of the actual flight article under controlled conditions. The low cost and modularity of the DAS permitted adaptation to various flight experiment requirements.

Investigation of the effects of aeroelastic deformations on the radar cross section of aircraft

NASA Astrophysics Data System (ADS)

McKenzie, Samuel D.

1991-12-01

The effects of aeroelastic deformations on the radar cross section (RCS) of a T-38 trainer jet and a C-5A transport aircraft are examined and characterized. Realistic representations of structural wing deformations are obtained from a mechanical/computer aided design software package called NASTRAN. NASTRAN is used to evaluate the structural parameters of the aircraft as well as the restraints and loads associated with realistic flight conditions. Geometries for both the non-deformed and deformed airframes are obtained from the NASTRAN models and translated into RCS models. The RCS is analyzed using a numerical modeling code called the Radar Cross Section - Basic Scattering Code, version 2 which was developed at the Ohio State University and is based on the uniform geometric theory of diffraction. The code is used to analyze the effects of aeroelastic deformations on the RCS of the aircraft by comparing the computed RCS representing the deformed airframe to that of the non-deformed airframe and characterizing the differences between them.

Airframe-integrated propulsion system for hypersonic cruise vehicles

NASA Technical Reports Server (NTRS)

Jones, R. A.; Huber, P. W.

1978-01-01

The paper describes a new hydrogen-burning airframe-integrated scramjet concept which offers good potential for efficient hypersonic cruise vehicles. The characteristics of the engine which assure good performance are extensive engine-airframe integration, fixed geometry, low cooling, and control of heat release in the supersonic combustor by mixed modes of fuel injection from the combustor entrance. The present paper describes the concept and presents results from inlet tests, direct-connect combustor tests, and tests of two subscale boiler-plate research engines currently underway under conditions which simulate flight at Mach 4 and 7. It is concluded that this engine concept has the potential for high thrust and efficiency, low drag and weight, low cooling requirement, and application to a wide range of vehicle sizes.

The Hyper-X Flight Systems Validation Program

NASA Technical Reports Server (NTRS)

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

2007-01-01

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

Plan, formulate, discuss and correlate a NASTRAN finite element vibrations model of the Boeing Model 360 helicopter airframe

NASA Technical Reports Server (NTRS)

Gabel, R.; Lang, P. F.; Smith, L. A.; Reed, D. A.

1989-01-01

Boeing Helicopter, together with other United States helicopter manufacturers, participated in a finite element applications program to emplace in the United States a superior capability to utilize finite element analysis models in support of helicopter airframe design. The activities relating to planning and creating a finite element vibrations model of the Boeing Model 36-0 composite airframe are summarized, along with the subsequent analytical correlation with ground shake test data.

Overview of the Transport Rotorcraft Airframe Crash Testbed (TRACT) Full Scale Crash Tests

NASA Technical Reports Server (NTRS)

Annett, Martin; Littell, Justin

2015-01-01

The Transport Rotorcraft Airframe Crash Testbed (TRACT) full-scale tests were performed at NASA Langley Research Center's Landing and Impact Research Facility in 2013 and 2014. Two CH-46E airframes were impacted at 33-ft/s forward and 25-ft/s vertical combined velocities onto soft soil, which represents a severe, but potentially survivable impact scenario. TRACT 1 provided a baseline set of responses, while TRACT 2 included retrofits with composite subfloors and other crash system improvements based on TRACT 1. For TRACT 2, a total of 18 unique experiments were conducted to evaluate Anthropomorphic Test Devices (ATD) responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and activation of emergency locator transmitters and crash sensors. Combinations of Hybrid II, Hybrid III, and ES-2 ATDs were placed in forward and side facing seats and occupant results were compared against injury criteria. The structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation. The response of TRACT 2 was noticeably different in the horizontal direction due to changes in the cabin configuration and soil surface, with higher acceleration and damage occurring in the cabin. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats.

Open Rotor Aeroacoustic Installation Effects for Conventional and Unconventional Airframes

NASA Technical Reports Server (NTRS)

Czech, Michael J.; Thomas, Russell H.

2013-01-01

As extensive experimental campaign was performed to study the aeroacoustic installation effects of an open rotor with respect to both a conventional tube and wing type airframe and an unconventional hybrid wing body airframe. The open rotor rig had two counter rotating rows of blades each with eight blades of a design originally flight tested in the 1980s. The aeroacoustic installation effects measured in an aeroacoustic wind tunnel included those from flow effects due to inflow distortion or wake interaction and acoustic propagation effects such as shielding and reflection. The objective of the test campaign was to quantify the installation effects for a wide range of parameters and configurations derived from the two airframe types. For the conventional airframe, the open rotor was positioned in increments in front of and then over the main wing and then in positions representative of tail mounted aircraft with a conventional tail, a T-tail and a U-tail. The interaction of the wake of the open rotor as well as acoustic scattering results in an increase of about 10 dB when the rotor is positioned in front of the main wing. When positioned over the main wing a substantial amount of noise reduction is obtained and this is also observed for tail-mounted installations with a large U-tail. For the hybrid wing body airframe, the open rotor was positioned over the airframe along the centerline as well as off-center representing a twin engine location. A primary result was the documentation of the noise reduction from shielding as a function of the location of the open rotor upstream of the trailing edge of the hybrid wing body. The effects from vertical surfaces and elevon deflection were also measured. Acoustic lining was specially designed and inserted flush with the elevon and airframe surface, the result was an additional reduction in open rotor noise propagating to the far field microphones. Even with the older blade design used, the experiment provided quantification of the aeroacoustic installation effects for a wide range of open rotor and airframe configurations and can be used with data processing methods to evaluate the aeroacoustic installation effects for open rotors with modern blade designs.

Evaluation of the First Transport Rotorcraft Airframe Crash Testbed (TRACT 1) Full-Scale Crash Test

NASA Technical Reports Server (NTRS)

Annett, Martin S.; Littell, Justin D.; Jackson, Karen E.; Bark, Lindley W.; DeWeese, Rick L.; McEntire, B. Joseph

2014-01-01

In 2012, the NASA Rotary Wing Crashworthiness Program initiated the Transport Rotorcraft Airframe Crash Testbed (TRACT) research program by obtaining two CH-46E helicopters from the Navy CH-46E Program Office (PMA-226) at the Navy Flight Readiness Center in Cherry Point, North Carolina. Full-scale crash tests were planned to assess dynamic responses of transport-category rotorcraft under combined horizontal and vertical impact loading. The first crash test (TRACT 1) was performed at NASA Langley Research Center's Landing and Impact Research Facility (LandIR), which enables the study of critical interactions between the airframe, seat, and occupant during a controlled crash environment. The CH-46E fuselage is categorized as a medium-lift rotorcraft with fuselage dimensions comparable to a regional jet or business jet. The first TRACT test (TRACT 1) was conducted in August 2013. The primary objectives for TRACT 1 were to: (1) assess improvements to occupant loads and displacement with the use of crashworthy features such as pre-tensioning active restraints and energy absorbing seats, (2) develop novel techniques for photogrammetric data acquisition to measure occupant and airframe kinematics, and (3) provide baseline data for future comparison with a retrofitted airframe configuration. Crash test conditions for TRACT 1 were 33-ft/s forward and 25-ft/s vertical combined velocity onto soft soil, which represent a severe, but potentially survivable impact scenario. The extraordinary value of the TRACT 1 test was reflected by the breadth of meaningful experiments. A total of 8 unique experiments were conducted to evaluate ATD responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and photogrammetric techniques. A combination of Hybrid II, Hybrid III, and ES-2 Anthropomorphic Test Devices (ATDs) were placed in forward and side facing seats and occupant results were compared against injury criteria. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats, legacy troop bench seats, and a three-tiered patient litter. In addition, two standing ATDs were used to evaluate the benefit of Mobile Aircrew Restraint Systems (MARS) versus a standard gunner's belt. The ATD with the MARS survived the impact, while fatal head blunt trauma occurred for the standing ATD held by the legacy gunner's belt. In addition to occupant loading, the structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation.

Flexible Wing Designs with Sensor Control Feedback for Demonstration on the X-56A (MUTT)

NASA Technical Reports Server (NTRS)

Ginn, Starr

2012-01-01

Presenting an overview of the research DFRC is planning within the Subsonic Fixed Wing (SFW) Light Weight Airframes and Propulsion. Describ ing our TRL maturation and new research going forward using the X-56A as a validation testbed.

An Unpowered Exoskeleton to Reduce Astronaut Hand Fatigue during Microgravity EVA

NASA Astrophysics Data System (ADS)

Carey, Alan John

Improving manufacturing techniques to minimize costs have always been the ultimate goal for engineers since the dawn of technology. Working toward making the end product as affordable as possible without compromising on its quality is not just a skill set to develop but also, art. This thesis deals with changing the approach to the manufacturing of the patented XQ-139 UAV by using alternative materials to reduce production costs and time. Retaining the overall structure and utility of the UAV while eliminating the high costs to produce is the primary goal. It also includes tests performed on the new UAV airframe to prove this hypothesis and compare it to the results of the original airframe. The objective is to prove that the new airframe can cope with the structural and performance demands of the original XQ-139A, while reducing the total costs to manufacture it. This thesis only deals with the processing and manufacturing of the new XQ-139A airframe. No flight tests are involved.

Integral Airframe Structures (IAS): Validated Feasibility Study of Integrally Stiffened Metallic Fuselage Panels for Reducing Manufacturing Costs

NASA Technical Reports Server (NTRS)

Munroe, J.; Wilkins, K.; Gruber, M.; Domack, Marcia S. (Technical Monitor)

2000-01-01

The Integral Airframe Structures (IAS) program investigated the feasibility of using "integrally stiffened" construction for commercial transport fuselage structure. The objective of the program was to demonstrate structural performance and weight equal to current "built-up" structure with lower manufacturing cost. Testing evaluated mechanical properties, structural details, joint performance, repair, static compression, and two-bay crack residual strength panels. Alloys evaluated included 7050-T7451 plate, 7050-T74511 extrusion, 6013-T6511x extrusion, and 7475-T7351 plate. Structural performance was evaluated with a large 7475-T7351 pressure test that included the arrest of a two-bay longitudinal crack, and a measure of residual strength for a two-bay crack centered on a broken frame. Analysis predictions for the two-bay longitudinal crack panel correlated well with the test results. Analysis activity conducted by the IAS team strongly indicates that current analysis tools predict integral structural behavior as accurately as built-up structure. The cost study results indicated that, compared to built-up fabrication methods, high-speed machining structure from aluminum plate would yield a recurring cost savings of 61%. Part count dropped from 78 individual parts on a baseline panel to just 7 parts for machined IAS structure.

Use of system identification techniques for improving airframe finite element models using test data

NASA Technical Reports Server (NTRS)

Hanagud, Sathya V.; Zhou, Weiyu; Craig, James I.; Weston, Neil J.

1993-01-01

A method for using system identification techniques to improve airframe finite element models using test data was developed and demonstrated. The method uses linear sensitivity matrices to relate changes in selected physical parameters to changes in the total system matrices. The values for these physical parameters were determined using constrained optimization with singular value decomposition. The method was confirmed using both simple and complex finite element models for which pseudo-experimental data was synthesized directly from the finite element model. The method was then applied to a real airframe model which incorporated all of the complexities and details of a large finite element model and for which extensive test data was available. The method was shown to work, and the differences between the identified model and the measured results were considered satisfactory.

Evaluation of the Second Transport Rotorcraft Airframe Crash Testbed (TRACT 2) Full Scale Crash Test

NASA Technical Reports Server (NTRS)

Annett, Martin; Littell, Justin

2015-01-01

Two Transport Rotorcraft Airframe Crash Testbed (TRACT) full-scale tests were performed at NASA Langley Research Center's Landing and Impact Research Facility in 2013 and 2014. Two CH-46E airframes were impacted at 33-ft/s forward and 25-ft/s vertical combined velocities onto soft soil, which represents a severe, but potentially survivable impact scenario. TRACT 1 provided a baseline set of responses, while TRACT 2 included retrofits with composite subfloors and other crash system improvements based on TRACT 1. For TRACT 2, a total of 18 unique experiments were conducted to evaluate ATD responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and activation of emergency locator transmitters and crash sensors. Combinations of Hybrid II, Hybrid III, and ES-2 Anthropomorphic Test Devices (ATDs) were placed in forward and side facing seats and occupant results were compared against injury criteria. The structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation. The response of TRACT 2 was noticeably different in the longitudinal direction due to changes in the cabin configuration and soil surface, with higher acceleration and damage occurring in the cabin. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats.

System Noise Assessment and the Potential for a Low Noise Hybrid Wing Body Aircraft with Open Rotor Propulsion

NASA Technical Reports Server (NTRS)

Thomas, Russell H.; Burley, Casey L.; Lopes, Leonard V.; Bahr, Christopher J.; Gern, Frank H.; VanZante, Dale E.

2014-01-01

An aircraft system noise assessment was conducted for a hybrid wing body freighter aircraft concept configured with three open rotor engines. The primary objective of the study was to determine the aircraft system level noise given the significant impact of installation effects including shielding the open rotor noise by the airframe. The aircraft was designed to carry a payload of 100,000 lbs on a 6,500 nautical mile mission. An experimental database was used to establish the propulsion airframe aeroacoustic installation effects including those from shielding by the airframe planform, interactions with the control surfaces, and additional noise reduction technologies. A second objective of the study applied the impacts of projected low noise airframe technology and a projection of advanced low noise rotors appropriate for the NASA N+2 2025 timeframe. With the projection of low noise rotors and installation effects, the aircraft system level was 26.0 EPNLdB below Stage 4 level with the engine installed at 1.0 rotor diameters upstream of the trailing edge. Moving the engine to 1.5 rotor diameters brought the system level noise to 30.8 EPNLdB below Stage 4. At these locations on the airframe, the integrated level of installation effects including shielding can be as much as 20 EPNLdB cumulative in addition to lower engine source noise from advanced low noise rotors. And finally, an additional set of technology effects were identified and the potential impact at the system level was estimated for noise only without assessing the impact on aircraft performance. If these additional effects were to be included it is estimated that the potential aircraft system noise could reach as low as 38.0 EPNLdB cumulative below Stage 4.

Revolutionary Aeropropulsion Concept for Sustainable Aviation: Turboelectric Distributed Propulsion

NASA Technical Reports Server (NTRS)

Kim, Hyun Dae; Felder, James L.; Tong, Michael. T.; Armstrong, Michael

2013-01-01

In response to growing aviation demands and concerns about the environment and energy usage, a team at NASA proposed and examined a revolutionary aeropropulsion concept, a turboelectric distributed propulsion system, which employs multiple electric motor-driven propulsors that are distributed on a large transport vehicle. The power to drive these electric propulsors is generated by separately located gas-turbine-driven electric generators on the airframe. This arrangement enables the use of many small-distributed propulsors, allowing a very high effective bypass ratio, while retaining the superior efficiency of large core engines, which are physically separated but connected to the propulsors through electric power lines. Because of the physical separation of propulsors from power generating devices, a new class of vehicles with unprecedented performance employing such revolutionary propulsion system is possible in vehicle design. One such vehicle currently being investigated by NASA is called the "N3-X" that uses a hybrid-wing-body for an airframe and superconducting generators, motors, and transmission lines for its propulsion system. On the N3-X these new degrees of design freedom are used (1) to place two large turboshaft engines driving generators in freestream conditions to minimize total pressure losses and (2) to embed a broad continuous array of 14 motor-driven fans on the upper surface of the aircraft near the trailing edge of the hybrid-wing-body airframe to maximize propulsive efficiency by ingesting thick airframe boundary layer flow. Through a system analysis in engine cycle and weight estimation, it was determined that the N3-X would be able to achieve a reduction of 70% or 72% (depending on the cooling system) in energy usage relative to the reference aircraft, a Boeing 777-200LR. Since the high-power electric system is used in its propulsion system, a study of the electric power distribution system was performed to identify critical dynamic and safety issues. This paper presents some of the features and issues associated with the turboelectric distributed propulsion system and summarizes the recent study results, including the high electric power distribution, in the analysis of the N3-X vehicle.

Investigation of difficult component effects on finite element model vibration prediction for the Bell AH-1G helicopter. Volume 1: Ground vibration test results

NASA Technical Reports Server (NTRS)

Dompka, R. V.

1989-01-01

Under the NASA-sponsored Design Analysis Methods for VIBrationS (DAMVIBS) program, a series of ground vibration tests and NASTRAN finite element model (FEM) correlations were conducted on the Bell AH-1G helicopter gunship to investigate the effects of difficult components on the vibration response of the airframe. Previous correlations of the AH-1G showed good agreement between NASTRAN and tests through 15 to 20 Hz, but poor agreement in the higher frequency range of 20 to 30 Hz. Thus, this effort emphasized the higher frequency airframe vibration response correlations and identified areas that need further R and T work. To conduct the investigations, selected difficult components (main rotor pylon, secondary structure, nonstructural doors/panels, landing gear, engine, fuel, etc.) were systematically removed to quantify their effects on overall vibratory response of the airframe. The entire effort was planned and documented, and the results reviewed by NASA and industry experts in order to ensure scientific control of the testing, analysis, and correlation exercise. In particular, secondary structure and damping had significant effects on the frequency response of the airframe above 15 Hz. Also, the nonlinear effects of thrust stiffening and elastomer mounts were significant on the low frequency pylon modes below main rotor 1p (5.4 Hz). The results of the ground vibration testing are presented.

Low Noise Cruise Efficient Short Take-Off and Landing Transport Vehicle Study

NASA Technical Reports Server (NTRS)

Kim, Hyun D.; Berton, Jeffrey J.; Jones, Scott M.

2007-01-01

The saturation of the airspace around current airports combined with increasingly stringent community noise limits represents a serious impediment to growth in world aviation travel. Breakthrough concepts that both increase throughput and reduce noise impacts are required to enable growth in aviation markets. Concepts with a 25 year horizon must facilitate a 4x increase in air travel while simultaneously meeting community noise constraints. Attacking these horizon issues holistically is the concept study of a Cruise Efficient Short Take-Off and Landing (CESTOL) high subsonic transport under the NASA's Revolutionary Systems Concepts for Aeronautics (RSCA) project. The concept is a high-lift capable airframe with a partially embedded distributed propulsion system that takes a synergistic approach in propulsion-airframe-integration (PAI) by fully integrating the airframe and propulsion systems to achieve the benefits of both low-noise short take-off and landing (STOL) operations and efficient high speed cruise. This paper presents a summary of the recent study of a distributed propulsion/airframe configuration that provides low-noise STOL operation to enable 24-hour use of the untapped regional and city center airports to increase the capacity of the overall airspace while still maintaining efficient high subsonic cruise flight capability.

The Shock and Vibration Bulletin. Part 1. Welcome, Keynote Address, Invited Papers, Pyrotechnic Shock, and Shock Testing and Analysis

DTIC Science & Technology

1983-05-01

DESIGN PROCEDURE M. S. IIAndal, University of Vermont, Burlington, VT Machinery Dynamics ANALYTICAL AND EXPERIMENTAL INVESTIGATION OF ROTATING BLADE... methodology to accurately predict rotor vibratory loads and has recently been initiated for detail design and bench test- coupled rotor/airframe vibrations... design methodology , a trating on the basic disciplines of aerodynamics and struc. coupled rotor/airframe vibration analysis has been developed. tural

Design of an integrated airframe/propulsion control system architecture

NASA Technical Reports Server (NTRS)

Cohen, Gerald C.; Lee, C. William; Strickland, Michael J.; Torkelson, Thomas C.

1990-01-01

The design of an integrated airframe/propulsion control system architecture is described. The design is based on a prevalidation methodology that uses both reliability and performance. A detailed account is given for the testing associated with a subset of the architecture and concludes with general observations of applying the methodology to the architecture.

Noise Scaling and Community Noise Metrics for the Hybrid Wing Body Aircraft

NASA Technical Reports Server (NTRS)

Burley, Casey L.; Brooks, Thomas F.; Hutcheson, Florence V.; Doty, Michael J.; Lopes, Leonard V.; Nickol, Craig L.; Vicroy, Dan D.; Pope, D. Stuart

2014-01-01

An aircraft system noise assessment was performed for the hybrid wing body aircraft concept, known as the N2A-EXTE. This assessment is a result of an effort by NASA to explore a realistic HWB design that has the potential to substantially reduce noise and fuel burn. Under contract to NASA, Boeing designed the aircraft using practical aircraft design princip0les with incorporation of noise technologies projected to be available in the 2020 timeframe. NASA tested 5.8% scale-mode of the design in the NASA Langley 14- by 22-Foot Subsonic Tunnel to provide source noise directivity and installation effects for aircraft engine and airframe configurations. Analysis permitted direct scaling of the model-scale jet, airframe, and engine shielding effect measurements to full-scale. Use of these in combination with ANOPP predictions enabled computations of the cumulative (CUM) noise margins relative to FAA Stage 4 limits. The CUM margins were computed for a baseline N2A-EXTE configuration and for configurations with added noise reduction strategies. The strategies include reduced approach speed, over-the-rotor line and soft-vane fan technologies, vertical tail placement and orientation, and modified landing gear designs with fairings. Combining the inherent HWB engine shielding by the airframe with added noise technologies, the cumulative noise was assessed at 38.7 dB below FAA Stage 4 certification level, just 3.3 dB short of the NASA N+2 goal of 42 dB. This new result shows that the NASA N+2 goal is approachable and that significant reduction in overall aircraft noise is possible through configurations with noise reduction technologies and operational changes.

The NASA/industry design analysis methods for vibrations (DAMVIBS) program - Accomplishments and contributions

NASA Technical Reports Server (NTRS)

Kvaternik, Raymond G.

1991-01-01

A NASA Langley-sponsored rotorcraft structural dynamics program, known as Design Analysis Methods for VIBrationS (DAMVIBS), has been under development since 1984. The objective of this program was to establish the technology base needed by the industry to develop an advanced finite-element-based dynamics design analysis capability for vibrations. Under the program, teams from the four major helicopter manufacturers have formed finite-element models, conducted ground vibration tests, made test/analysis comparisons of both metal and composite airframes, performed 'difficult components' studies on airframes to identify components which need more complete finite-element representation for improved correlation, and evaluated industry codes for computing coupled rotor-airframe vibrations. Studies aimed at establishing the role that structural optimization can play in airframe vibrations design work have also been initiated. Five government/industry meetings were held in connection with these activities during the course of the program. Because the DAMVIBS Program is coming to an end, the fifth meeting included a brief assessment of the program and its benefits to the industry.

The NASA/industry design analysis methods for vibrations (DAMVIBS) program: Accomplishments and contributions

NASA Technical Reports Server (NTRS)

Kvaternik, Raymond G.

1991-01-01

A NASA Langley-sponsored rotorcraft structural dynamics program, known as Design Analysis Methods for VIBrationS (DAMVIBS), has been under development since 1984. The objective of this program was to establish the technology base needed by the industry to develop an advanced finite-element-based dynamics design analysis capability for vibrations. Under the program, teams from the four major helicopter manufacturers have formed finite-element models, conducted ground vibration tests, made test/analysis comparisons of both metal and composite airframes, performed 'difficult components' studies on airframes to identify components which need more complete finite-element representation for improved correlation, and evaluated industry codes for computing coupled rotor-airframe vibrations. Studies aimed at establishing the role that structural optimization can play in airframe vibrations design work have also been initiated. Five government/industry meetings were held in connection with these activities during the course of the program. Because the DAMVIBS Program is coming to an end, the fifth meeting included a brief assessment of the program and its benefits to the industry.

Use of system identification techniques for improving airframe finite element models using test data

NASA Technical Reports Server (NTRS)

Hanagud, Sathya V.; Zhou, Weiyu; Craig, James I.; Weston, Neil J.

1991-01-01

A method for using system identification techniques to improve airframe finite element models was developed and demonstrated. The method uses linear sensitivity matrices to relate changes in selected physical parameters to changes in total system matrices. The values for these physical parameters were determined using constrained optimization with singular value decomposition. The method was confirmed using both simple and complex finite element models for which pseudo-experimental data was synthesized directly from the finite element model. The method was then applied to a real airframe model which incorporated all the complexities and details of a large finite element model and for which extensive test data was available. The method was shown to work, and the differences between the identified model and the measured results were considered satisfactory.

The NASA/industry Design Analysis Methods for Vibrations (DAMVIBS) program: McDonnell-Douglas Helicopter Company achievements

NASA Technical Reports Server (NTRS)

Toossi, Mostafa; Weisenburger, Richard; Hashemi-Kia, Mostafa

1993-01-01

This paper presents a summary of some of the work performed by McDonnell Douglas Helicopter Company under NASA Langley-sponsored rotorcraft structural dynamics program known as DAMVIBS (Design Analysis Methods for VIBrationS). A set of guidelines which is applicable to dynamic modeling, analysis, testing, and correlation of both helicopter airframes and a large variety of structural finite element models is presented. Utilization of these guidelines and the key features of their applications to vibration modeling of helicopter airframes are discussed. Correlation studies with the test data, together with the development and applications of a set of efficient finite element model checkout procedures, are demonstrated on a large helicopter airframe finite element model. Finally, the lessons learned and the benefits resulting from this program are summarized.

Light aircraft crash safety program

NASA Technical Reports Server (NTRS)

Thomson, R. G.; Hayduk, R. J.

1974-01-01

NASA is embarked upon research and development tasks aimed at providing the general aviation industry with a reliable crashworthy airframe design technology. The goals of the NASA program are: reliable analytical techniques for predicting the nonlinear behavior of structures; significant design improvements of airframes; and simulated full-scale crash test data. The analytical tools will include both simplified procedures for estimating energy absorption characteristics and more complex computer programs for analysis of general airframe structures under crash loading conditions. The analytical techniques being developed both in-house and under contract are described, and a comparison of some analytical predictions with experimental results is shown.

Scramjet integration on hypersonic research airplane concepts

NASA Technical Reports Server (NTRS)

Weidner, J. P.; Small, W. J.; Penland, J. A.

1976-01-01

Several rocket-boosted research airplane concepts were evaluated with a research scramjet engine to determine their potential to provide research on critical aspects of airframe-integrated hypersonic systems. Extensive calculations to determine the force and moment contributions of the scramjet inlet, combustor, nozzle, and airframe were conducted to evaluate the overall performance of the combined engine/airframe system at hypersonic speeds. Results of both wind-tunnel tests and analysis indicate that it is possible to develop a research airplane configuration that will cruise at hypersonic speed on scramjet power alone, and will also have acceptable low-speed aerodynamic characteristics for landing.

Experimental Photogrammetric Techniques Used on Five Full-Scale Aircraft Crash Tests

NASA Technical Reports Server (NTRS)

Littell, Justin D.

2016-01-01

Between 2013 and 2015, full-scale crash tests were conducted on five aircraft at the Landing and Impact Research Facility (LandIR) at NASA Langley Research Center (LaRC). Two tests were conducted on CH-46E airframes as part of the Transport Rotorcraft Airframe Crash Testbed (TRACT) project, and three tests were conduced on Cessna 172 aircraft as part of the Emergency Locator Transmitter Survivability and Reliability (ELTSAR) project. Each test served to evaluate a variety of crashworthy systems including: seats, occupants, restraints, composite energy absorbing structures, and Emergency Locator Transmitters. As part of each test, the aircraft were outfitted with a variety of internal and external cameras that were focused on unique aspects of the crash event. A subset of three camera was solely used in the acquisition of photogrammetric test data. Examples of this data range from simple two-dimensional marker tracking for the determination of aircraft impact conditions to entire full-scale airframe deformation to markerless tracking of Anthropomorphic Test Devices (ATDs, a.k.a. crash test dummies) during the crash event. This report describes and discusses the techniques used and implications resulting from the photogrammetric data acquired from each of the five tests.

Experimental investigation of wing installation effects on a two-dimensional mixer/ejector nozzle for supersonic transport aircraft

NASA Technical Reports Server (NTRS)

Anderson, David J.; Lambert, Heather H.; Mizukami, Masashi

1992-01-01

Experimental results from a wind tunnel test conducted to investigate propulsion/airframe integration (PAI) effects are presented. The objectives of the test were to examine rough order-of-magnitude changes in the acoustic characteristics of a mixer/ejector nozzle due to the presence of a wing and to obtain limited wing and nozzle flow-field measurements. A simple representative supersonic transport wing planform, with deflecting flaps, was installed above a two-dimensional mixer/ejector nozzle that was supplied with high-pressure heated air. Various configurations and wing positions with respect to the nozzle were studied. Because of hardware problems, no acoustics and only a limited set of flow-field data were obtained. For most hardware configurations tested, no significant propulsion/airframe integration effects were identified. Significant effects were seen for extreme flap deflections. The combination of the exploratory nature of the test and the limited flow-field instrumentation made it impossible to identify definitive propulsion/airframe integration effects.

Near-field commercial aircraft contribution to nitrogen oxides by engine, aircraft type, and airline by individual plume sampling.

PubMed

Carslaw, David C; Ropkins, Karl; Laxen, Duncan; Moorcroft, Stephen; Marner, Ben; Williams, Martin L

2008-03-15

Nitrogen oxides (NOx) concentrations were measured in individual plumes from aircraft departing on the northern runway at Heathrow Airport in west London. Over a period of four weeks 5618 individual plumes were sampled by a chemiluminescence monitor located 180 m from the runway. Results were processed and matched with detailed aircraft movement and aircraft engine data using chromatographic techniques. Peak concentrations associated with 29 commonly used engines were calculated and found to have a good relationship with N0x emissions taken from the International Civil Aviation Organization (ICAO) databank. However, it is found that engines with higher reported NOx emissions result in proportionately lower NOx concentrations than engines with lower emissions. We show that it is likely that aircraft operational factors such as takeoff weight and aircraftthrust setting have a measurable and important effect on concentrations of N0x. For example, NOx concentrations can differ by up to 41% for aircraft using the same airframe and engine type, while those due to the same engine type in different airframes can differ by 28%. These differences are as great as, if not greater than, the reported differences in NOx emissions between different engine manufacturers for engines used on the same airframe.

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.

Aviation Maintenance Technology. Airframe. A203. Aircraft Fabric Covering, Painting, and Finishing. Instructor Material.

ERIC Educational Resources Information Center

Oklahoma State Board of Vocational and Technical Education, Stillwater. Curriculum and Instructional Materials Center.

This teacher's guide is designed to aid teachers in leading students through a module on airframe building and repair, including fabric covering, painting, and finishing. The module contains two units that cover the following topics: (1) inspecting, testing, and installing aircraft fabric coverings and (2) applying dope, paint, and trim. Each unit…

Test description and preliminary pitot-pressure surveys for Langley Test Technique Demonstrator at Mach 6

NASA Technical Reports Server (NTRS)

Everhart, Joel L.; Ashby, George C., Jr.; Monta, William J.

1992-01-01

A propulsion/airframe integration experiment conducted in the NASA Langley 20-Inch Mach 6 Tunnel using a 16.8-in.-long version of the Langley Test Technique Demonstrator configuration with simulated scramjet propulsion is described. Schlieren and vapor screen visualization of the nozzle flow field is presented and correlated with pitot-pressure flow-field surveys. The data were obtained at nominal free-stream conditions of Re = 2.8 x 10 exp 6 and a nominal engine total pressure of 100 psia. It is concluded that pitot-pressure surveys coupled to schlieren and vapor-screen photographs, and oil flows have revealed flow features including vortices, free shear layers, and shock waves occurring in the model flow field.

X-38 TPS Seal Status

NASA Technical Reports Server (NTRS)

Curry, Donald M.

2000-01-01

This presentation discuss the x-38 crew return vehicle. As an element of the International Space Station (ISS), there are potential problems that are discussed. These include ISS catastrophe, emergency medical evacuation, and period of Space Shuttle unavailability. The x-38 program purpose was also discussed. The Reduction of the costs and schedule for the development of Crew Return Vehicles (CRV's) and Crew Transfer Vehicles (CTV's) through the use of the rapid development methodology associated with an X-project were also presented. With specific attention to ground testing, atmospheric testing, and space flight testing.

Propulsion Airframe Integration Test Techniques for Hypersonic Airbreathing Configurations at NASA Langley Research Center

NASA Technical Reports Server (NTRS)

Witte, David W.; Huebner, Lawrence D.; Trexler, Carl A.; Cabell, Karen F.; Andrews, Earl H., Jr.

2003-01-01

The scope and significance of propulsion airframe integration (PAI) for hypersonic airbreathing vehicles is presented through a discussion of the PAI test techniques utilized at NASA Langley Research Center. Four primary types of PAI model tests utilized at NASA Langley for hypersonic airbreathing vehicles are discussed. The four types of PAI test models examined are the forebody/inlet test model, the partial-width/truncated propulsion flowpath test model, the powered exhaust simulation test model, and the full-length/width propulsion flowpath test model. The test technique for each of these four types of PAI test models is described, and the relevant PAI issues addressed by each test technique are illustrated through the presentation of recent PAI test data.

Aerodynamic Investigation of C-141 Leading Edge Modifications for Cruise Drag Reduction--Test 2.

DTIC Science & Technology

1981-04-01

82171.6 1 ((1 I III 11 1 - MI( RO( )FY R~ I IN II I (I 041PI AD A099 6 6 2 _ AFWAL-TR-81-3032 AERODYNAMIC INVESTIGATION OF C-141 LEADING EDGE MODIFICATIONS...FOR CRUISE DRAG REDUCTION -- TEST 2 Robert A. Large, Captain, USAF Aerodynamics & Airframe Branch Aeromechanics Division Flight Dynamics Laboratory...KEMloUA Ch, Aerodynamics & Airframe Br Aeromechanics Division FOR THE COMMANDER hie" Aeromechanics Division "If your address has changed, if you wish to

Study to investigate design, fabrication and test of low cost concepts for large hybrid composite helicopter fuselage, phase 2

NASA Technical Reports Server (NTRS)

Adams, K. M.; Lucas, J. J.

1977-01-01

The development of a frame/stringer/skin fabrication technique for composite airframe construction was studied as a low cost approach to the manufacturer of larger helicopter airframe components. A center cabin aluminum airframe section of the Sikorsky CH-53D, was selected for evaluation as a composite structure. The design, as developed, is composed of a woven KEVLAR R-49/epoxy skin and graphite/epoxy frames and stringers. The single cure concept is made possible by the utilization of pre-molded foam cores, over which the graphite/epoxy pre-impregnated frame and stringer reinforcements are positioned. Bolted composite channel sections were selected as the optimum joint construction. The applicability of the single cure concept to larger realistic curved airframe sections, and the durability of the composite structure in a realistic spectrum fatigue environment, was described.

Preliminary measurement of the airframe noise from an F-106B delta wing aircraft at low flyover speeds. [establishment of lower limit for noise level of supersonic transport aircraft

NASA Technical Reports Server (NTRS)

Burley, R. R.

1974-01-01

To establish a realistic lower limit for the noise level of advanced supersonic transport aircraft will require knowledge concerning the amount of noise generated by the airframe itself as it moves through the air. The airframe noise level of an F-106B aircraft was determined and was compared to that predicted from an existing empirical relationship. The data were obtained from flyover and static tests conducted to determine the background noise level of the F-106B aircraft. Preliminary results indicate that the spectrum associated with airframe noise was broadband and peaked at a frequency of about 570 hertz. An existing empirical method successfully predicted the frequency where the spectrum peaked. However, the predicted OASPL value of 105 db was considerably greater than the measures value of 83 db.

X-38 Ship #2 in Free Flight

NASA Image and Video Library

1999-07-09

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parachute during a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute.

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

NASA Technical Reports Server (NTRS)

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

2005-01-01

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

The new Section 23 of DO160C/ED14C lightning testing of externally mounted electrical equipment

NASA Astrophysics Data System (ADS)

Burrows, B. J. C.

1991-08-01

The new Section 23 is introduced which has only very recently been fully approved by the RTCA for incorporation into the first revision of DO160C/ED14C. Full threat lightning direct effects testing of equipment is entirely new to DO160, the only existing lightning testing is transient testing for LRU's (Line Replaceable Units) by pin or cable bundle injection methods, for equipment entirely contained within the airframe and assumed to be unaffected by direct effects. This testing required transients of very low amplitude compared with lightning itself, whereas the tests now to be described involve full threat lightning testing, that is using the previously established severe parameters of lightning appropriate to the Zone, such as 200 kA for Zone 1A as in AC20-136. Direct effects (i.e., damage) testing involves normally the lightning current arc attaching to the object under test (or very near to it) so submitting it to full potential for the electric, mechanical, thermal and shock damage which is caused by high current arcing. Since equipment for any part of the airframe require qualification, tests to demonstrate safety of equipment in fuel vapor regions of the airframe are also included.

X-38 V-132 Free Flight 2 (This is a video tape)

NASA Technical Reports Server (NTRS)

Bordano, Aldo J.

2000-01-01

Mr. Aldo Bordano will be presenting details of some of the JSC flight mechanics involvement in the X-38 testing program. Focus shall be on the parafoil system with regards its testing, performance analysis, and GN&C. An excellent example of a recent flight test at Dryden Flight Research Center shall be shown which portrays the system characteristics, sequencing, performance, and testing techniques. The intent is to inform the scientific and engineering communities about the developments in the X-38 parafoil program, as well as invite feedback on potential improvements in testing or systems.

14 CFR Section 22 - General Reporting Instructions

Code of Federal Regulations, 2010 CFR

2010-01-01

... Balance sheet Q (1) X X B-1.1 Balance sheet SA (2) NA NA B-7 Airframe and aircraft engine acquisitions and...) December 30 P-1(a) T-100, T-100(f) 1 Due dates falling on a Saturday, Sunday or national holiday will.... (Approved by the Office of Management and Budget under control number 2138-0013) [ER-755, 37 FR 19726, Sept...

The X-38 Vehicle 131R drops away from its launch pylon on the wing of NASA's NB-52B mothership as it begins its eighth free flight on Thursday, December 13, 2001

NASA Image and Video Library

2001-12-13

The X-38 prototype of the Crew Return Vehicle for the International Space Station drops away from its launch pylon on the wing of NASA's NB-52B mothership as it begins its eighth free flight on Thursday, Dec. 13, 2001. The 13-minute test flight of X-38 vehicle 131R was the longest and fastest and was launched from the highest altitude to date in the X-38's atmospheric flight test program. A portion of the descent was flown under remote control by a NASA astronaut from a ground vehicle configured like the CRV's interior before the X-38 made an autonomous landing on Rogers Dry Lake.

X-38 Experimental Aerothermodynamics

NASA Technical Reports Server (NTRS)

Horvath, Thomas J.; Berry, Scott A.; Merski, N. Ronald; Fitzgerald, Steve M.

2000-01-01

The X-38 program seeks to demonstrate an autonomously returned orbital test flight vehicle to support the development of an operational Crew Return Vehicle for the International Space Station. The test flight, anticipated in 2002, is intended to demonstrate the entire mission profile of returning Space Station crew members safely back to earth in the event of medical or mechanical emergency. Integral to the formulation of the X-38 flight data book and the design of the thermal protection system, the aerothermodynamic environment is being defined through a synergistic combination of ground based testing and computational fluid dynamics. This report provides an overview of the hypersonic aerothermodynamic wind tunnel program conducted at the NASA Langley Research Center in support of the X-38 development. Global and discrete surface heat transfer force and moment, surface streamline patterns, and shock shapes were measured on scaled models of the proposed X-38 configuration in different test gases at Mach 6, 10 and 20. The test parametrics include angle of attack from 0 to 50 degs, unit Reynolds numbers from 0.3 x 10 (exp 6) to 16 x 10 (exp 6)/ ft, rudder deflections of 0, 2, and 5 deg. and body flap deflections from 0 to 30 deg. Results from hypersonic aerodynamic screening studies that were conducted as the configuration evolved to the present shape at, presented. Heavy gas simulation tests have indicated that the primary real gas effects on X-38 aerodynamics at trim conditions are expected to favorably influence flap effectiveness. Comparisons of the experimental heating and force and moment data to prediction and the current aerodynamic data book are highlighted. The effects of discrete roughness elements on boundary layer transition were investigated at Mach 6 and the development of a transition correlation for the X-38 vehicle is described. Extrapolation of ground based heating measurements to flight radiation equilibrium wall temperatures at Mach 6 and 10 were made and generally compared to within 50 deg F of flight prediction.

Investigation of difficult component effects on finite element model vibration prediction for the Bell AG-1G helicopter. Volume 2: Correlation results

NASA Technical Reports Server (NTRS)

Dompka, R. V.

1989-01-01

Under the NASA-sponsored DAMVIBS (Design Analysis Methods for VIBrationS) program, a series of ground vibration tests and NASTRAN finite element model (FEM) correlations were conducted on the Bell AH-1G helicopter gunship to investigate the effects of difficult components on the vibration response of the airframe. Previous correlations of the AG-1G showed good agreement between NASTRAN and tests through 15 to 20 Hz, but poor agreement in the higher frequency range of 20 to 30 Hz. Thus, this effort emphasized the higher frequency airframe vibration response correlations and identified areas that need further R and T work. To conduct the investigations, selected difficult components (main rotor pylon, secondary structure, nonstructural doors/panels, landing gear, engine, furl, etc.) were systematically removed to quantify their effects on overall vibratory response of the airframe. The entire effort was planned and documented, and the results reviewed by NASA and industry experts in order to ensure scientific control of the testing, analysis, and correlation exercise. In particular, secondary structure and damping had significant effects on the frequency response of the airframe above 15 Hz. Also, the nonlinear effects of thrust stiffening and elastomer mounts were significant on the low frequency pylon modes below main rotor 1p (5.4 Hz). The results of the NASTRAN FEM correlations are given.

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.

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Image and Video Library

2001-07-10

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Technical Reports Server (NTRS)

2001-01-01

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

Simulating the Impact Response of Full-Scale Composite Airframe Structures

NASA Technical Reports Server (NTRS)

Fasanella, Edwin L.; Jackson, Karen E.; Littell, Justin D.; Seal, Michael D.

2012-01-01

NASA Langley Research Center obtained a composite helicopter cabin structure in 2010 from the US Army's Survivable Affordable Repairable Airframe Program (SARAP) that was fabricated by Sikorsky Aircraft Corporation. The cabin had been subjected to a vertical drop test in 2008 to evaluate a tilting roof concept to limit the intrusion of overhead masses into the fuselage cabin. Damage to the cabin test article was limited primarily to the roof. Consequently, the roof area was removed and the remaining structure was cut into test specimens including a large subfloor section and a forward framed fuselage section. In 2011, NASA and Sikorsky entered into a cooperative research agreement to study the impact responses of composite airframe structures and to evaluate the capabilities of the explicit transient dynamic finite element code, LS-DYNA®, to simulate these responses including damage initiation and progressive failure. Most of the test articles were manufactured of graphite unidirectional tape composite with a thermoplastic resin system. However, the framed fuselage section was constructed primarily of a plain weave graphite fabric material with a thermoset resin system. Test data were collected from accelerometers and full-field photogrammetry. The focus of this paper will be to document impact testing and simulation results for the longitudinal impact of the subfloor section and the vertical drop test of the forward framed fuselage section.

Preliminary Design of Winged Experimental Rocket by University Consortium

NASA Astrophysics Data System (ADS)

Wakita, Masashi; Yonemoto, Koichi; Akiyama, Tomoki; Aso, Shigeru; Kohsetsu, Yuji; Nagata, Harunori

The project of Winged Experimental Rocket described here is a proposal by the alliance of universities (University Consortium) expanding and integrating the research activities of reusable space transportation system performed by individual universities, and is the proposal that aims at flight proof of the results of advanced research conducted by the universities and JAXA using the university-centered experimental launch systems. This paper verifies the validity of the winged experimental rocket by surveying the technical issues that should be demonstrated and by estimating the airframe scale, weight and finally the total cost. The development schedule of this project was set to five years, where two airframes of different scales will be developed to minimize the risks. A 1.5-meter-long airframe will be first manufactured and conduct flight tests in the third year to verify the design issues. Then, a 2.5-meter-long airframe will be finally developed and conduct a complete flight demonstration of various research issues in the fifth year.

X-38 Application of Dynamic Inversion Flight Control

NASA Technical Reports Server (NTRS)

Wacker, Roger; Munday, Steve; Merkle, Scott

2001-01-01

This paper summarizes the application of a nonlinear dynamic inversion (DI) flight control system (FCS) to an autonomous flight test vehicle in NASA's X-38 Project, a predecessor to the International Space Station (ISS) Crew Return Vehicle (CRV). Honeywell's Multi-Application Control-H (MACH) is a parameterized FCS design architecture including both model-based DI rate-compensation and classical P+I command-tracking. MACH was adopted by X-38 in order to shorten the design cycle time for different vehicle shapes and flight envelopes and evolving aerodynamic databases. Specific design issues and analysis results are presented for the application of MACH to the 3rd free flight (FF3) of X-38 Vehicle 132 (V132). This B-52 drop test, occurring on March 30, 2000, represents the first flight test of MACH and one of the first few known applications of DI in the primary FCS of an autonomous flight test vehicle.

Analysis of small crack behavior for airframe applications

NASA Technical Reports Server (NTRS)

Mcclung, R. C.; Chan, K. S.; Hudak, S. J., Jr.; Davidson, D. L.

1994-01-01

The small fatigue crack problem is critically reviewed from the perspective of airframe applications. Different types of small cracks-microstructural, mechanical, and chemical-are carefully defined and relevant mechanisms identified. Appropriate analysis techniques, including both rigorous scientific and practical engineering treatments, are briefly described. Important materials data issues are addressed, including increased scatter in small crack data and recommended small crack test methods. Key problems requiring further study are highlighted.

The NASA/industry Design Analysis Methods for Vibrations (DAMVIBS) program : Bell Helicopter Textron accomplishments

NASA Technical Reports Server (NTRS)

Cronkhite, James D.

1993-01-01

Accurate vibration prediction for helicopter airframes is needed to 'fly from the drawing board' without costly development testing to solve vibration problems. The principal analytical tool for vibration prediction within the U.S. helicopter industry is the NASTRAN finite element analysis. Under the NASA DAMVIBS research program, Bell conducted NASTRAN modeling, ground vibration testing, and correlations of both metallic (AH-1G) and composite (ACAP) airframes. The objectives of the program were to assess NASTRAN airframe vibration correlations, to investigate contributors to poor agreement, and to improve modeling techniques. In the past, there has been low confidence in higher frequency vibration prediction for helicopters that have multibladed rotors (three or more blades) with predominant excitation frequencies typically above 15 Hz. Bell's findings under the DAMVIBS program, discussed in this paper, included the following: (1) accuracy of finite element models (FEM) for composite and metallic airframes generally were found to be comparable; (2) more detail is needed in the FEM to improve higher frequency prediction; (3) secondary structure not normally included in the FEM can provide significant stiffening; (4) damping can significantly affect phase response at higher frequencies; and (5) future work is needed in the areas of determination of rotor-induced vibratory loads and optimization.

The Road to Mach 10: A History of the X-43A Hypersonic Flight Test Program at NASA Dryden...Toward the Future. Part II

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2007-01-01

In terms of technology, the X-43A/Hyper-X represented a singular milestone. After nearly a half century of high hopes, studies, wind tunnel tests, proposals, and canceled projects, a scramjet-powered vehicle had flown. The performance of the engine qualified the scramjet design tools and scaling laws. In turn, the theoretical calculations and ground testing could be used to design more advanced engine concepts. Just as important, both the scramjet and vehicle systems had successfully operated in the variable temperatures and densities of the atmosphere. The X-43A systems were able to maintain the exact flight conditions necessary for the scramjet to operate properly. Control deflections to correct the engine-induced moments were close to pre-flight predictions. When the unexpected occurred, such as when the vehicle pitched up during the cowl opening on the second flight, the control system was sufficiently designed to correct the situation. The airframe and wing structure, the thermal protection material, and the internal conditions of the X-43A performed largely as predicted. The HXLV thermal anomaly during the ascent on the third flight and "the Mach 8 unpleasantness" during the descent indicated that the HXLV and X-43A were not as resilient to aerodynamic heating as expected. The X-43A 's airframe drag and lift both were slightly higher than predicted, but still within preflight uncertainty predictions. The stability and control were as predicted, as was the boundary layer transition. The biggest aerodynamic worry before the flight was the separation of the HXLV and the X- 43A. After all was said and done, this went exactly as predicted, proving that non-symmetrical/high-dynamic pressure stage separations could be performed. This in turn meant that two-stage-to-orbit vehicles employing this technology were feasible. The Hyper-X program also served as a training ground for a new generation of scramjet and hypersonic researchers. This included both NASA and contractor personnel, providing them with experience in ground testing and component development; vehicle design, construction, integration, system checkout, and, ultimately, flight testing and data analysis. Additionally, researchers learned the practical details of running a project within finite budget and time limits, about the ambiguousness of risk assessment, and about the need to spend a significant amount of time and effort dealing with engineering problems, such as those with the FAS, that have nothing to do with the project's research goals. Finally, all those who worked on the X-43A project now know what it is like to spend years transforming an idea into a functional vehicle, only for it to be lost in a matter of seconds. And then to go through years of work to correct the problems, to face the possibility that still more might exist, and finally to savor the triumph of two successful flights. For those who will work on the hypersonic projects that emerge in coming years, these experiences may prove to be the most valuable of all.

Utility of an airframe referenced spatial auditory display for general aviation operations

NASA Astrophysics Data System (ADS)

Naqvi, M. Hassan; Wigdahl, Alan J.; Ranaudo, Richard J.

2009-05-01

The University of Tennessee Space Institute (UTSI) completed flight testing with an airframe-referenced localized audio cueing display. The purpose was to assess its affect on pilot performance, workload, and situational awareness in two scenarios simulating single-pilot general aviation operations under instrument meteorological conditions. Each scenario consisted of 12 test procedures conducted under simulated instrument meteorological conditions, half with the cue off, and half with the cue on. Simulated aircraft malfunctions were strategically inserted at critical times during each test procedure. Ten pilots participated in the study; half flew a moderate workload scenario consisting of point to point navigation and holding pattern operations and half flew a high workload scenario consisting of non precision approaches and missed approach procedures. Flight data consisted of aircraft and navigation state parameters, NASA Task Load Index (TLX) assessments, and post-flight questionnaires. With localized cues there was slightly better pilot technical performance, a reduction in workload, and a perceived improvement in situational awareness. Results indicate that an airframe-referenced auditory display has utility and pilot acceptance in general aviation operations.

A formulation of rotor-airframe coupling for design analysis of vibrations of helicopter airframes

NASA Technical Reports Server (NTRS)

Kvaternik, R. G.; Walton, W. C., Jr.

1982-01-01

A linear formulation of rotor airframe coupling intended for vibration analysis in airframe structural design is presented. The airframe is represented by a finite element analysis model; the rotor is represented by a general set of linear differential equations with periodic coefficients; and the connections between the rotor and airframe are specified through general linear equations of constraint. Coupling equations are applied to the rotor and airframe equations to produce one set of linear differential equations governing vibrations of the combined rotor airframe system. These equations are solved by the harmonic balance method for the system steady state vibrations. A feature of the solution process is the representation of the airframe in terms of forced responses calculated at the rotor harmonics of interest. A method based on matrix partitioning is worked out for quick recalculations of vibrations in design studies when only relatively few airframe members are varied. All relations are presented in forms suitable for direct computer implementation.

The Development of Two Composite Energy Absorbers for Use in a Transport Rotorcraft Airframe Crash Testbed (TRACT 2) Full-Scale Crash Test

NASA Technical Reports Server (NTRS)

Littell, Justin D.; Jackson, Karen E.; Annett, Martin S.; Seal, Michael D.; Fasanella, Edwin L.

2015-01-01

Two composite energy absorbers were developed and evaluated at NASA Langley Research Center through multi-level testing and simulation performed under the Transport Rotorcraft Airframe Crash Testbed (TRACT) research program. A conical-shaped energy absorber, designated the conusoid, was evaluated that consisted of four layers of hybrid carbon-Kevlar plain weave fabric oriented at [+45deg/-45deg/-45deg/+45deg] with respect to the vertical direction. A sinusoidal-shaped energy absorber, designated the sinusoid, was developed that consisted of hybrid carbon-Kevlar plain weave fabric face sheets, two layers for each face sheet oriented at +/-45deg with respect to the vertical direction, and a closed-cell ELFOAM P200 polyisocyanurate (2.0-lb/cu ft) foam core. The design goal for the energy absorbers was to achieve average floor-level accelerations of between 25- and 40-g during the full-scale crash test of a retrofitted CH-46E helicopter airframe, designated TRACT 2. Variations in both designs were assessed through dynamic crush testing of component specimens. Once the designs were finalized, subfloor beams of each configuration were fabricated and retrofitted into a barrel section of a CH-46E helicopter. A vertical drop test of the barrel section was conducted onto concrete to evaluate the performance of the energy absorbers prior to retrofit into TRACT 2. The retrofitted airframe was crash tested under combined forward and vertical velocity conditions onto soft soil. Finite element models were developed of all test articles and simulations were performed using LS-DYNA, a commercial nonlinear explicit transient dynamic finite element code. Test-analysis results are presented for each energy absorber as comparisons of time-history responses, as well as predicted and experimental structural deformations and progressive damage under impact loading for each evaluation level.

Aft-End Flow of a Large-Scale Lifting Body During Free-Flight Tests

NASA Technical Reports Server (NTRS)

Banks, Daniel W.; Fisher, David F.

2006-01-01

Free-flight tests of a large-scale lifting-body configuration, the X-38 aircraft, were conducted using tufts to characterize the flow on the aft end, specifically in the inboard region of the vertical fins. Pressure data was collected on the fins and base. Flow direction and movement were correlated with surface pressure and flight condition. The X-38 was conceived to be a rescue vehicle for the International Space Station. The vehicle shape was derived from the U.S. Air Force X-24 lifting body. Free-flight tests of the X-38 configuration were conducted at the NASA Dryden Flight Research Center at Edwards Air Force Base, California from 1997 to 2001.

The X-43A hypersonic research aircraft and its modified Pegasus booster rocket mounted to NASA's NB

NASA Technical Reports Server (NTRS)

2001-01-01

The first of three X-43A hypersonic research aircraft and its modified Pegasus booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ('scramjet') engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster 'stack' is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2001-03-13

The first of three X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster "stack" is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

X-38 vehicle #131R in first free flight

NASA Technical Reports Server (NTRS)

2000-01-01

The third iteration of the X-38, V-131R, glides down under a giant parafoil towards a landing on Rogers Dry Lake near NASA's Dryden Flight Research Center during its first free flight Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) 'lifeboat' to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38's are air-launched from NASA's venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

V/STOL tilt rotor aircraft study. Volume 10: Performance and stability test of A 1-14.622 Froude scaled Boeing Vertol Model 222 tilt rotor aircraft (Phase 1)

NASA Technical Reports Server (NTRS)

Mchugh, F. J.; Eason, W.; Alexander, H. R.; Mutter, H.

1973-01-01

Wind tunnel test data obtained from a 1/4.622 Froude scale Boeing Model 222 with a full span, two prop, tilt rotor, powered model in the Boeing V/STOL wind tunnel are reported. Data were taken in transition and cruise flight conditions and include performance, stability and control and blade loads information. The effects of the rotors, tail surfaces and airframe on the performance and stability are isolated as are the effects of the airframe on the rotors.

An overview of aeroelasticity studies for the National Aero-Space Plane

NASA Technical Reports Server (NTRS)

Ricketts, Rodney H.; Noll, Thomas E.; Whitlow, Woodrow, Jr.; Huttsell, Lawrence J.

1993-01-01

The National Aero-Space Plane (NASP), or X-30, is a single-stage-to-orbit vehicle that is designed to takeoff and land on conventional runways. Research in aeroelasticity was conducted by the NASA and the Wright Laboratory to support the design of a flight vehicle by the national contractor team. This research includes the development of new computational codes for predicting unsteady aerodynamic pressures. In addition, studies were conducted to determine the aerodynamic heating effects on vehicle aeroelasticity and to determine the effects of fuselage flexibility on the stability of the control systems. It also includes the testing of scale models to better understand the aeroelastic behavior of the X-30 and to obtain data for code validation and correlation. This paper presents an overview of the aeroelastic research which has been conducted to support the airframe design.

X-38 flies free from NASA's B-52 mothership, July 10, 2001

NASA Technical Reports Server (NTRS)

2001-01-01

The second free-flight test of an evolving series of X-38 prototypes took place July 10, 2001 when the X-38 was released from NASA's B-52 mothership over the Edwards Air Force Base range in California's Mojave Desert. Shortly after the photo was taken, a sequenced deployment of a drogue parachute followed by a large parafoil fabric wing slowed the X-38 to enable it to land safely on Rogers Dry Lake at Edwards. NASA engineers from the Dryden Flight Research Center at Edwards, and the Johnson Space Center, Houston, Texas, are developing a 'lifeboat' for the International Space Station based on X-38 research.

X-38 flies free from NASA's B-52 mothership, July 10, 2001

NASA Image and Video Library

2001-07-10

The second free-flight test of an evolving series of X-38 prototypes took place July 10, 2001 when the X-38 was released from NASA's B-52 mothership over the Edwards Air Force Base range in California's Mojave Desert. Shortly after the photo was taken, a sequenced deployment of a drogue parachute followed by a large parafoil fabric wing slowed the X-38 to enable it to land safely on Rogers Dry Lake at Edwards. NASA engineers from the Dryden Flight Research Center at Edwards, and the Johnson Space Center, Houston, Texas, are developing a "lifeboat" for the International Space Station based on X-38 research.

Future Jet Technologies. Part B. F-35 Future Risks v. JS-Education of Pilots & Engineers

NASA Astrophysics Data System (ADS)

Gal-Or, Benjamin

2011-09-01

Design of “Next-Generation” airframes based on supermarket-jet-engine-components is nowadays passé. A novel integration methodology [Gal-Or, “Editorial-Review, Part A”, 2011, Gal-Or, “Vectored Propulsion, Supermaneuverability and Robot Aircraft”, Springer Verlag, Gal-Or, Int'l. J. of Thermal and Fluid Sciences 7: 1-6, 1998, “Introduction”, 2011] is nowadays in. For advanced fighter aircraft it begins with JS-based powerplant, which takes up to three times longer to mature vis-à-vis the airframe, unless “committee's design” enforces a dormant catastrophe. Jet Steering (JS) or Thrust Vectoring Flight Control, is a classified, integrated engine-airframe technology aimed at maximizing post-stall-maneuverability, flight safety, efficiency and flight envelopes of manned and unmanned air vehicles, especially in the “impossible-to-fly”, post-stall flight domains where the 100+ years old, stall-spin-limited, Conventional Flight Control fails. Worldwide success in adopting the post-stall, JS-revolution, opens a new era in aviation, with unprecedented design variables identified here for a critical review of F-35 future risks v. future fleets of jet-steered, pilotless vehicles, like the X-47B/C. From the educational point of view, it is also instructive to comprehend the causes of long, intensive opposition to adopt post-stall, JS ideas. A review of such debates may also curb a future opposition to adopt more advanced, JS-based technologies, tests, strategies, tactics and missions within the evolving air, marine and land applications of JS. Most important, re-education of pilots and engineers requires adding post-stall, JS-based studies to curriculum & R&D.

Crashworthy airframe design concepts: Fabrication and testing

NASA Technical Reports Server (NTRS)

Cronkhite, J. D.; Berry, V. L.

1982-01-01

Crashworthy floor concepts applicable to general aviation aircraft metal airframe structures were investigated. Initially several energy absorbing lower fuselage structure concepts were evaluated. Full scale floor sections representative of a twin engine, general aviation airplane lower fuselage structure were designed and fabricated. The floors featured an upper high strength platform with an energy absorbing, crushable structure underneath. Eighteen floors were fabricated that incorporated five different crushable subfloor concepts. The floors were then evaluated through static and dynamic testing. Computer programs NASTRAN and KRASH were used for the static and dynamic analysis of the floor section designs. Two twin engine airplane fuselages were modified to incorporate the most promising crashworthy floor sections for test evaluation.

X-38 V201 Avionics Architecture

NASA Technical Reports Server (NTRS)

Bedos, Thierry; Anderson, Brian L.

1999-01-01

The X-38 is an experimental NASA project developing a core human capable spacecraft at a fraction of the cost of any previous human rated vehicle. The first operational derivative developed from the X-38 program will be the International Space Station (ISS) Crew Return Vehicle (CRV). Although the current X-38 vehicles are designed as re-entry vehicles only, the option exists to modify the vehicle for uses as an upward vehicle launched from an expendable launch vehicle or from the X-33 operational derivative. The Operational CRV, that will be derived from the X-38 spaceflight vehicle, will provide an emergency return capability from the International Space Station (ISS). The spacecraft can hold a crew of up to seven inside a pressurized cabin. The CRV is passively delivered to ISS, stays up to three year on-orbit attached to ISS in a passive mode with periodic functional checkout, before separation from ISS, de-orbit, entry and landing. The X-38 Vehicle 201 (V201) is being developed at NASA/JSC to demonstrate key technologies associated with the development of the CRV design. The X-38 flight test will validate the low cost development concept by demonstrating the entire station departure, re-entry, guidance and landing portions of the CRV mission. All new technologies and subsystems proposed for CRV will be validated during either the on orbit checkout or flight phases of the X-38 space flight test. The X-38 subsystems are required to be similar to those subsystems required for the CRV to the greatest extent possible. In many cases, the subsystems are identical to those that will be utilized on the Operational CRV.

X-38 Experimental Controls Laws

NASA Technical Reports Server (NTRS)

Munday, Steve; Estes, Jay; Bordano, Aldo J.

2000-01-01

X-38 Experimental Control Laws X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle, often called an ISS "lifeboat." X- 38 Vehicle 132 Free Flight 3, currently scheduled for the end of this month, will be the first flight test of a modem FCS architecture called Multi-Application Control-Honeywell (MACH), originally developed by the Honeywell Technology Center. MACH wraps classical P&I outer attitude loops around a modem dynamic inversion attitude rate loop. The dynamic inversion process requires that the flight computer have an onboard aircraft model of expected vehicle dynamics based upon the aerodynamic database. Dynamic inversion is computationally intensive, so some timing modifications were made to implement MACH on the slower flight computers of the subsonic test vehicles. In addition to linear stability margin analyses and high fidelity 6-DOF simulation, hardware-in-the-loop testing is used to verify the implementation of MACH and its robustness to aerodynamic and environmental uncertainties and disturbances.

Assessment of Integrated Nozzle Performance

NASA Technical Reports Server (NTRS)

Lambert, H. H.; Mizukami, M.

1999-01-01

This presentation highlights the activities that researchers at the NASA Lewis Research Center (LeRC) have been and will be involved in to assess integrated nozzle performance. Three different test activities are discussed. First, the results of the Propulsion Airframe Integration for High Speed Research 1 (PAIHSR1) study are presented. The PAIHSR1 experiment was conducted in the LeRC 9 ft x l5 ft wind tunnel from December 1991 to January 1992. Second, an overview of the proposed Mixer/ejector Inlet Distortion Study (MIDIS-E) is presented. The objective of MIDIS-E is to assess the effects of applying discrete disturbances to the ejector inlet flow on the acoustic and aero-performance of a mixer/ejector nozzle. Finally, an overview of the High-Lift Engine Aero-acoustic Technology (HEAT) test is presented. The HEAT test is a cooperative effort between the propulsion system and high-lift device research communities to assess wing/nozzle integration effects. The experiment is scheduled for FY94 in the NASA Ames Research Center (ARC) 40 ft x 80 ft Low Speed Wind Tunnel (LSWT).

NASA Airframe Icing Research Overview Past and Current

NASA Technical Reports Server (NTRS)

Potapczuk, Mark

2009-01-01

This slide presentation reviews the past and current research that NASA has done in the area of airframe icing. Both the history experimental efforts and model development to understand the process and problem of ice formation are reviewed. This has resulted in the development of new experimental methods, advanced icing simulation software, flight dynamics and experimental databases that have an impact on design, testing, construction and certification and qualification of the aircraft and its sub-systems.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Image and Video Library

2000-07-11

The X-38 Vehicle 131R, intended to prove the utility of a "lifeboat" crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the CRV to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 Vehicle 131R, intended to prove the utility of a 'lifeboat' crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the CRV to return from space and land in the length of a football field.

X-38 vehicle #131R during landing on first free flight

NASA Technical Reports Server (NTRS)

2000-01-01

The latest version of the X-38, V-131R, touches down on Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center at Edwards, California, at the end of its first free flight under a giant parafoil on Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) 'lifeboat' to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38's are air-launched from NASA's venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

X-38 vehicle #131R in first free flight

NASA Image and Video Library

2000-11-02

The third iteration of the X-38, V-131R, glides down under a giant parafoil towards a landing on Rogers Dry Lake near NASAÕs Dryden Flight Research Center during its first free flight Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) ÒlifeboatÓ to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38Õs are air-launched from NASAÕs venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

X-38 vehicle #131R during landing on first free flight

NASA Image and Video Library

2000-11-02

The latest version of the X-38, V-131R, touches down on Rogers Dry Lake adjacent to NASAÕs Dryden Flight Research Center at Edwards, California, at the end of its first free flight under a giant parafoil on Nov. 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) ÒlifeboatÓ to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38Õs are air-launched from NASAÕs venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

Integrated Aero-Propulsion CFD Methodology for the Hyper-X Flight Experiment

NASA Technical Reports Server (NTRS)

Cockrell, Charles E., Jr.; Engelund, Walter C.; Bittner, Robert D.; Dilley, Arthur D.; Jentink, Tom N.; Frendi, Abdelkader

2000-01-01

Computational fluid dynamics (CFD) tools have been used extensively in the analysis and development of the X-43A Hyper-X Research Vehicle (HXRV). A significant element of this analysis is the prediction of integrated vehicle aero-propulsive performance, which includes an integration of aerodynamic and propulsion flow fields. This paper describes analysis tools used and the methodology for obtaining pre-flight predictions of longitudinal performance increments. The use of higher-fidelity methods to examine flow-field characteristics and scramjet flowpath component performance is also discussed. Limited comparisons with available ground test data are shown to illustrate the approach used to calibrate methods and assess solution accuracy. Inviscid calculations to evaluate lateral-directional stability characteristics are discussed. The methodology behind 3D tip-to-tail calculations is described and the impact of 3D exhaust plume expansion in the afterbody region is illustrated. Finally, future technology development needs in the area of hypersonic propulsion-airframe integration analysis are discussed.

Summary of directional divergence characteristics of several high performance aircraft configurations

NASA Technical Reports Server (NTRS)

Greer, H. D.

1972-01-01

The present paper summarizes the high-angle-of-attack characteristics of a number of high-performance aircraft as determined from model force tests and free-flight model tests and correlates these characteristics with the dynamic directional-stability parameter. This correlation shows that the dynamic directional-stability parameter correlates fairly well with directional divergence. Data are also presented to show the effect of some airframe modifications on the directional divergence potential of the configuration. These results show that leading-edge slates seem to be the most effective airframe modification for reducing or eliminating the directional divergence potential of aircraft with moderately swept wings.

X-38 Vehicle 131R Free Flights 1 and 2

NASA Technical Reports Server (NTRS)

Munday, Steve

2000-01-01

The X-38 program is using a modern flight control system (FCS) architecture originally developed by Honeywell called MACH. During last year's SAE G&C subcommittee meeting, we outlined the design, implementation and testing of MACH in X-38 Vehicles 132, 131R & 201. During this year's SAE meeting, I'll focus upon the first two free flights of V131R, describing what caused the roll-over in FF1 and how we fixed it for FF2. I only have 30 minutes, so it will be a quick summary including VHS video. X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle (CRV), often described as an ISS "lifeboat." X-38 Vehicle 132 Free Flight 3 was the first flight test of a modern FCS architecture called Multi-Application ControlH (MACH), developed by the Honeywell Technology Center in Minneapolis and Honeywell's Houston Engineering Center. MACH wraps classical Proportional+integral (P+I) outer attitude loops around modern dynamic inversion attitude rate loops. The presentation at last year's SAE Aerospace Meeting No. 85 focused upon the design and testing of the FCS algorithm and Vehicle 132 Free Flight 3. This presentation will summarize flight control and aerodynamics lessons learned during Free Flights 1 and 2 of Vehicle 131R, a subsonic test vehicle laying the groundwork for the orbital/entry test of Vehicle 201 in 2003.

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

NASA Astrophysics Data System (ADS)

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

2002-01-01

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

X-43C Plans and Status

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

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

X-43C Flight Demonstrator Project Overview

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

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

Aviation Mechanic General, Airframe, and Powerplant Knowledge Test Guide

DOT National Transportation Integrated Search

1995-01-01

The FAA has available hundreds of computer testing centers nationwide. These testing centers offer the full range of airman knowledge tests. Refer to appendix 1 in this guide for a list of computer testing designees. This knowledge test guide was dev...

Full-Scale Crash Tests and Analyses of Three High-Wing Single

NASA Technical Reports Server (NTRS)

Annett, Martin S.; Littell, Justin D.; Stimson, Chad M.; Jackson, Karen E.; Mason, Brian H.

2015-01-01

The NASA Emergency Locator Transmitter Survivability and Reliability (ELTSAR) project was initiated in 2014 to assess the crash performance standards for the next generation of ELT systems. Three Cessna 172 aircraft have been acquired to conduct crash testing at NASA Langley Research Center's Landing and Impact Research Facility. Testing is scheduled for the summer of 2015 and will simulate three crash conditions; a flare to stall while emergency landing, and two controlled flight into terrain scenarios. Instrumentation and video coverage, both onboard and external, will also provide valuable data of airframe response. Full-scale finite element analyses will be performed using two separate commercial explicit solvers. Calibration and validation of the models will be based on the airframe response under these varying crash conditions.

Cable suspended windmill

NASA Technical Reports Server (NTRS)

Farmer, Moses G. (Inventor)

1990-01-01

A windmill is disclosed which includes an airframe having an upwind end and a downwind end. The first rotor is rotatably connected to the airframe, and a generator is supported by the airframe and driven by the rotor. The airframe is supported vertically in an elevated disposition by poles which extend vertically upwardly from the ground and support cables which extend between the vertical poles. Suspension cables suspend the airframe from the support cable.

X-38 Mounted on Pylon of B-52 Mothership

NASA Image and Video Library

1997-07-06

A close-up view of the X-38 research vehicle mounted under the wing of the B-52 mothership prior to a 1997 test flight. The X-38, which was designed to help develop technology for an emergency crew return vehicle (CRV) for the International Space Station, is one of many research vehicles the B-52 has carried aloft over the past 40 years.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Image and Video Library

2000-07-11

The X-38 Vehicle 131R, intended to prove the utility of a "lifeboat" crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the crew return vehicle to return from space and land in the length of a football field.

The X-38 vehicle #131R arrives at NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 Vehicle 131R, intended to prove the utility of a 'lifeboat' crew return vehicle to bring crews home from the International Space Station in the event of an emergency, was unloaded from NASA's Super Guppy transport aircraft on July 11, 2000. The newest X-38 version arrived at Dryden for drop tests from NASA's venerable B-52 mother ship. The tests will evaluate a 7,500 square-foot parafoil intended to permit the crew return vehicle to return from space and land in the length of a football field.

Experimental Results of the 2.7% Reference H Nacelle Airframe Interference High Speed Civil Transport Model

NASA Technical Reports Server (NTRS)

Cappuccio, Gelsomina

1999-01-01

Experiments were conducted in the NASA Ames 9-Ft by 7-Ft Supersonic and 11-Ft by 11-Ft Transonic Wind Tunnels of a 2.7% Reference H (Ref. H) Nacelle Airframe Interference (NAI) High Speed Civil Transport (HSCT) model. NASA Ames did the experiment with the cooperation and assistance of Boeing and McDonnell Douglas. The Ref. H geometry was designed by Boeing. The model was built and tested by NASA under a license agreement with Boeing. Detailed forces and pressures of individual components of the configuration were obtained to assess nacelle airframe interference through the transonic and supersonic flight regime. The test apparatus was capable of measuring forces and pressures of the Wing body (WB) and nacelles. Axisymmetric and 2-D inlet nacelles were tested with the WB in both the in-proximity and captive mode. The in-proximity nacelles were mounted to a nacelle support system apparatus and were individually positioned. The right hand nacelles were force instrumented with flow through strain-gauged balances and the left hand nacelles were pressure instrumented. Mass flow ratio was varied to get steady state inlet unstart data. In addition, supersonic spillage data was taken by testing the 2-D inlet nacelles with ramps and the axisymmetric inlet nacelles with an inlet centerbody for the Mach condition of interest. The captive nacelles, both axisymmetric and 2-D, were attached to the WB via diverters. The captive 2-D inlet nacelle was also tested with ramps to get supersonic spillage data. Boeing analyzed the data and showed a drag penalty of four drag counts for the 2-D compared with the axisymmetric inlet nacelle. Two of the four counts were attributable to the external bevel designed into the 2-D inlet contour. Boeing and McDonnell Douglas used these data for evaluating Computational Fluid Dynamic (CFD) codes and for evaluation of nacelle airframe integration problems and solutions.

The NASA/industry Design Analysis Methods for Vibrations (DAMVIBS) program: Boeing Helicopters airframe finite element modeling

NASA Technical Reports Server (NTRS)

Gabel, R.; Lang, P.; Reed, D.

1993-01-01

Mathematical models based on the finite element method of structural analysis, as embodied in the NASTRAN computer code, are routinely used by the helicopter industry to calculate airframe static internal loads used for sizing structural members. Historically, less reliance has been placed on the vibration predictions based on these models. Beginning in the early 1980's NASA's Langley Research Center initiated an industry wide program with the objective of engendering the needed trust in vibration predictions using these models and establishing a body of modeling guides which would enable confident future prediction of airframe vibration as part of the regular design process. Emphasis in this paper is placed on the successful modeling of the Army/Boeing CH-47D which showed reasonable correlation with test data. A principal finding indicates that improved dynamic analysis requires greater attention to detail and perhaps a finer mesh, especially the mass distribution, than the usual stress model. Post program modeling efforts show improved correlation placing key modal frequencies in the b/rev range with 4 percent of the test frequencies.

Study to investigate design, fabrication and test of low cost concepts for large hybrid composite helicopter fuselage, phase 1

NASA Technical Reports Server (NTRS)

Adams, K. M.; Lucas, J. J.

1975-01-01

The development of a frame/stringer/skin fabrication technique for composite airframe construction was studied as a low cost approach to the manufacture of large helicopter airframe components. A center cabin aluminum airframe section of the Sikorsky CH-53D helicopter was selected for evaluation as a composite structure. The design, as developed, is composed of a woven KEVLAR-49/epoxy skin and graphite/epoxy frames and stringers. To support the selection of this specific design concept a materials study was conducted to develop and select a cure compatible graphite and KEVLAR-49/epoxy resin system, and a foam system capable of maintaining shape and integrity under the processing conditions established. The materials selected were, Narmco 5209/Thornel T-300 graphite, Narmco 5209/KEVLAR-49 woven fabric, and Stathane 8747 polyurethane foam. Eight specimens were fabricated, representative of the frame, stringer, and splice joint attachments. Evaluation of the results of analysis and test indicate that design predictions are good to excellent except for some conservatism of the complex frame splice.

14 CFR 65.85 - Airframe rating; additional privileges.

Code of Federal Regulations, 2011 CFR

2011-01-01

... (CONTINUED) AIRMEN CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.85 Airframe rating; additional privileges. (a) Except as provided in paragraph (b) of this section, a certificated mechanic with...) A certificated mechanic with an airframe rating can approve and return to service an airframe, or...

14 CFR 65.85 - Airframe rating; additional privileges.

Code of Federal Regulations, 2014 CFR

2014-01-01

... (CONTINUED) AIRMEN CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.85 Airframe rating; additional privileges. (a) Except as provided in paragraph (b) of this section, a certificated mechanic with...) A certificated mechanic with an airframe rating can approve and return to service an airframe, or...

14 CFR 65.85 - Airframe rating; additional privileges.

Code of Federal Regulations, 2012 CFR

2012-01-01

... (CONTINUED) AIRMEN CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.85 Airframe rating; additional privileges. (a) Except as provided in paragraph (b) of this section, a certificated mechanic with...) A certificated mechanic with an airframe rating can approve and return to service an airframe, or...

14 CFR 65.85 - Airframe rating; additional privileges.

Code of Federal Regulations, 2013 CFR

2013-01-01

... (CONTINUED) AIRMEN CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.85 Airframe rating; additional privileges. (a) Except as provided in paragraph (b) of this section, a certificated mechanic with...) A certificated mechanic with an airframe rating can approve and return to service an airframe, or...

14 CFR 65.85 - Airframe rating; additional privileges.

Code of Federal Regulations, 2010 CFR

2010-01-01

... (CONTINUED) AIRMEN CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.85 Airframe rating; additional privileges. (a) Except as provided in paragraph (b) of this section, a certificated mechanic with...) A certificated mechanic with an airframe rating can approve and return to service an airframe, or...

Prediction of airframe noise

NASA Technical Reports Server (NTRS)

Hardin, J. C.; Fratello, D. J.; Hayden, R. E.; Kadman, Y.; Africk, S.

1975-01-01

Methods of predicting airframe noise generated by aircraft in flight under nonpowered conditions are discussed. Approaches to predictions relying on flyover data and component theoretical analyses are developed. A nondimensional airframe noise spectrum of various aircraft is presented. The spectrum was obtained by smoothing all the measured spectra to remove any peculiarities due to airframe protrusions, normalizing each spectra by its overall sound pressure level and a characteristics frequency, and averaging the spectra together. A chart of airframe noise sources is included.

The world's largest parafoil slowly deflates after carrying the X-38, V-131R, to a safe landing

NASA Technical Reports Server (NTRS)

2000-01-01

Looking like a giant air mattress, the world's largest parafoil slowly deflates seconds after it carried the latest version of the X-38, V-131R, to a landing on Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center at Edwards, California, at the end of its first free flight, November 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) 'lifeboat' to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38's are air-launched from NASA's venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

The world's largest parafoil slowly deflates after carrying the X-38, V-131R, to a safe landing

NASA Image and Video Library

2000-11-02

Looking like a giant air mattress, the world's largest parafoil slowly deflates seconds after it carried the latest version of the X-38, V-131R, to a landing on Rogers Dry Lake adjacent to NASAÕs Dryden Flight Research Center at Edwards, California, at the end of its first free flight, November 2, 2000. The X-38 prototypes are intended to perfect technology for a planned Crew Return Vehicle (CRV) "lifeboat" to carry a crew to safety in the event of an emergency on the International Space Station. Free-flight tests of X-38 V-131R are evaluating upgraded avionics and control systems and the aerodynamics of the modified upper body, which is more representative of the final design of the CRV than the two earlier X-38 test craft, including a simulated hatch atop the body. The huge 7,500 square-foot parafoil will enable the CRV to land in the length of a football field after returning from space. The first three X-38's are air-launched from NASA's venerable NB-52B mother ship, while the last version, V-201, will be carried into space by a Space Shuttle and make a fully autonomous re-entry and landing.

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2013 CFR

2013-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2012 CFR

2012-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2011 CFR

2011-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2014 CFR

2014-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

Flight-Test-Determined Aerodynamic Force and Moment Characteristics of the X-43A at Mach 7.0

NASA Technical Reports Server (NTRS)

Davis. Marl C.; White, J. Terry

2006-01-01

The second flight of the Hyper-X program afforded a unique opportunity to determine the aerodynamic force and moment characteristics of an airframe-integrated scramjet-powered aircraft in hypersonic flight. These data were gathered via a repeated series of pitch, yaw, and roll doublets; frequency sweeps; and pushover-pullup maneuvers performed throughout the X-43A cowl-closed descent. Maneuvers were conducted at Mach numbers of 6.80 to 0.95 and altitudes from 92,000 ft msl to sea level. The dynamic pressure varied from 1300 psf to 400 psf with the angle of attack ranging from 0 deg to 14 deg. The flight-extracted aerodynamics were compared with preflight predictions based on wind-tunnel-test data. The X-43A flight-derived axial force was found to be 10 percent to 15 percent higher than prediction. Under-predictions of similar magnitude were observed for the normal force. For Mach numbers above 4.0, the flight-derived stability and control characteristics resulted in larger-than-predicted static margins, with the largest discrepancy approximately 5 in. forward along the x-axis center of gravity at Mach 6.0. This condition would result in less static margin in pitch. The predicted lateral-directional stability and control characteristics matched well with flight data when allowance was made for the high uncertainty in angle of sideslip.

X-43A Flight-Test-Determined Aerodynamic Force and Moment Characteristics at Mach 7.0

NASA Technical Reports Server (NTRS)

Davis, Mark C.; White, J. Terry

2008-01-01

The second flight of the Hyper-X program afforded a unique opportunity to determine the aerodynamic force and moment characteristics of an airframe-integrated scramjet-powered aircraft in hypersonic flight. These data were gathered via a repeated series of pitch, yaw, and roll doublets, frequency sweeps, and pushover-pullup maneuvers performed throughout the X-43A cowl-closed descent. Maneuvers were conducted at Mach numbers of 6.80-0.95 and at altitudes from 92,000 ft mean sea level to sea level. The dynamic pressure varied from 1300 to 400 psf with the angle of attack ranging from 0 to 14 deg. The flight-extracted aerodynamics were compared with preflight predictions based on wind-tunnel test data. The X-43A flight-derived axial force was found to be 10-15%higher than prediction. Underpredictions of similar magnitude were observed for the normal force. For Mach numbers above 4.0, the flight-derived stability and control characteristics resulted in larger-than-predicted static margins, with the largest discrepancy approximately 5 in. forward along the x-axis center of gravity at Mach 6.0. This condition would result in less static margin in pitch. The predicted lateral-directional stability and control characteristics matched well with flight data when allowance was made for the high uncertainty in angle of sideslip.

Hyper-X Program Status

NASA Technical Reports Server (NTRS)

McClinton, Charles R.; Rausch, Vincent L.; Sitz, Joel; Reukauf, Paul

2001-01-01

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (3rd flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

Hyper-X Program Status

NASA Technical Reports Server (NTRS)

McClinton, Charles R.; Reubush, David E.; Sitz, Joel; Reukauf, Paul

2001-01-01

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (third flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

A Comparative Study of Learning Curve Models in Defense Airframe Cost Estimating

DTIC Science & Technology

2015-03-26

production history and availability of relevant airframe costs. F-15 airframe costs were discovered in two data bases. The F-15 A-D airframe lot...an assembly line at Ford or Toyota . Given this dynamic, assuming the real incompressibility factor is somewhere between 0.0 and 0.1 is not

Controlled impact demonstration airframe bending bridges

NASA Technical Reports Server (NTRS)

Soltis, S. J.

1986-01-01

The calibration of the KRASH and DYCAST models for transport aircraft is discussed. The FAA uses computer analysis techniques to predict the response of controlled impact demonstration (CID) during impact. The moment bridges can provide a direct correlation between the predictive loads or moments that the models will predict and what was experienced during the actual impact. Another goal is to examine structural failure mechanisms and correlate with analytical predictions. The bending bridges did achieve their goals and objectives. The data traces do provide some insight with respect to airframe loads and structural response. They demonstrate quite clearly what's happening to the airframe. A direct quantification of metal airframe loads was measured by the moment bridges. The measured moments can be correlated with the KRASH and DYCAST computer models. The bending bridge data support airframe failure mechanisms analysis and provide residual airframe strength estimation. It did not appear as if any of the bending bridges on the airframe exceeded limit loads. (The observed airframe fracture was due to the fuselage encounter with the tomahawk which tore out the keel beam.) The airframe bridges can be used to estimate the impact conditions and those estimates are correlating with some of the other data measurements. Structural response, frequency and structural damping are readily measured by the moment bridges.

Experimental and analytical investigation of active loads control for aircraft landing gear

NASA Technical Reports Server (NTRS)

Morris, D. L.; Mcgehee, J. R.

1983-01-01

A series hydraulic, active loads control main landing gear from a light, twin-engine civil aircraft was investigated. Tests included landing impact and traversal of simulated runway roughness. It is shown that the active gear is feasible and very effective in reducing the force transmitted to the airframe. Preliminary validation of a multidegree of freedom active gear flexible airframe takeoff and landing analysis computer program, which may be used as a design tool for active gear systems, is accomplished by comparing experimental and computed data for the passive and active gears.

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

NASA Astrophysics Data System (ADS)

Smith, Andrew

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

STOL and STOVL hot gas ingestion and airframe heating tests in the NASA Lewis 9- by 15-foot low-speed wind tunnel

NASA Technical Reports Server (NTRS)

Johns, Albert L.

1989-01-01

Short takeoff and landing (STOL) and advanced short takeoff and vertical landing (STOVL) aircraft are being pursued for deployment near the end of this century. These concepts offer unique capabilities not seen in conventional aircraft: for example, shorter takeoff distances and the ability to operate from damaged runways and remote sites. However, special technology is critical to the development of this unique class of aircraft. Some of the real issues that are associated with these concepts are hot gas ingestion and airframe heating while in ground effects. Over the past nine years, NASA Lewis Research Center has been involved in several cooperative programs in the 9- by 15 Foot Low-Speed Wind Tunnel (LSWT) to establish a database for hot gas ingestion and airframe heating. The modifications are presented that were made in the 9- by 15-Foot LSWT, including the evolution of the ground plane, model support system, and tunnel sidewalls; and flow visualization techniques, instrumentation, test procedures, and test results. The 9- by 15-Foot LSWT tests were conducted at full scale exhaust nozzle pressure ratios. The headwind velocities varied from 8 to 120 kn depending on the concept (STOL or STOVL). Typical compressor-face distortions (pressure and temperature), ground plane contours, and model surface temperature profiles are presented.

Cirrus Airframe Parachute System and Odds of a Fatal Accident in Cirrus Aircraft Crashes.

PubMed

Alaziz, Mustafa; Stolfi, Adrienne; Olson, Dean M

2017-06-01

General aviation (GA) accidents have continued to demonstrate high fatality rates. Recently, ballistic parachute recovery systems (BPRS) have been introduced as a safety feature in some GA aircraft. This study evaluates the effectiveness and associated factors of the Cirrus Airframe Parachute System (CAPS) at reducing the odds of a fatal accident in Cirrus aircraft crashes. Publicly available Cirrus aircraft crash reports were obtained from the National Transportation Safety Board (NTSB) database for the period of January 1, 2001-December 31, 2016. Accident metrics were evaluated through univariate and multivariate analyses regarding odds of a fatal accident and use of the parachute system. Included in the study were 268 accidents. For CAPS nondeployed accidents, 82 of 211 (38.9%) were fatal as compared to 8 of 57 (14.0%) for CAPS deployed accidents. After controlling for all other factors, the adjusted odds ratio for a fatal accident when CAPS was not deployed was 13.1. The substantial increased odds of a fatal accident when CAPS was not deployed demonstrated the effectiveness of CAPS at providing protection of occupants during an accident. Injuries were shifted from fatal to serious or minor with the use of CAPS and postcrash fires were significantly reduced. These results suggest that BPRS could play a significant role in the next major advance in improving GA accident survival.Alaziz M, Stolfi A, Olson DM. Cirrus Airframe Parachute System and odds of a fatal accident in Cirrus aircraft crashes. Aerosp Med Hum Perform. 2017; 88(6):556-564.

TRACT 2 Frame Drop Test AT NASA Langley Research Center's Landin

NASA Image and Video Library

2014-05-09

(Tract)2 Transport Rotorcraft Airframe Crash Testbed; Full Frame Drop Test: rotary wing crash worthiness, impact research at NASA Langley Research Center's Landing and Impact Research (LandIR) Facility Building 1297

Processing and Properties of Airframe Materials.

DTIC Science & Technology

1987-06-01

size to develop a composite with 61% fine grains mixed with 39% coarse grains by volume. The stack was placed inside a stainless steel vacuum bag and...alloys, considerable interest exists for superplastic forming of the alloys. However, the first order priority is to consolidate a void- free and...1o- 0 1 5 " 20 25 Oelto K. bPa (sqrt(m)) Fig. 3.3-38 Secondary cracking vs AK, forged material, as-forged, heat treatment No. 2, including load shed

Airframe Technology Development for Next Generation Launch Vehicles

NASA Technical Reports Server (NTRS)

Glass, David E.

2004-01-01

The Airframe subproject within NASA's Next Generation Launch Technology (NGLT) program has the responsibility to develop airframe technology for both rocket and airbreathing vehicles for access to space. The Airframe sub-project pushes the state-of-the-art in airframe technology for low-cost, reliable, and safe space transportation. Both low and medium technology readiness level (TRL) activities are being pursued. The key technical areas being addressed include design and integration, hot and integrated structures, cryogenic tanks, and thermal protection systems. Each of the technologies in these areas are discussed in this paper.

Airframe noise: A design and operating problem

NASA Technical Reports Server (NTRS)

Hardin, J. C.

1976-01-01

A critical assessment of the state of the art in airframe noise is presented. Full-scale data on the intensity, spectra, and directivity of this noise source are evaluated in light of the comprehensive theory developed by Ffowcs Williams and Hawkings. Vibration of panels on the aircraft is identified as a possible additional source of airframe noise. The present understanding and methods for prediction of other component sources - airfoils, struts, and cavities - are discussed. Operating problems associated with airframe noise as well as potential design methods for airframe noise reduction are identified.

Airframe Noise Studies: Review and Future Direction

NASA Technical Reports Server (NTRS)

Rackl, Robert G.; Miller, Gregory; Guo, Yueping; Yamamoto, Kingo

2005-01-01

This report contains the following information: 1) a review of airframe noise research performed under NASA's Advanced Subsonic Transport (AST) program up to the year 2000, 2) a comparison of the year 1992 airframe noise predictions with those using a year 2000 baseline, 3) an assessment of various airframe noise reduction concepts as applied to the year 2000 baseline predictions, and 4) prioritized recommendations for future airframe noise reduction work. NASA's Aircraft Noise Prediction Program was the software used for all noise predictions and assessments. For future work, the recommendations for the immediate future focus on the development of design tools sensitive to airframe noise treatment effects and on improving the basic understanding of noise generation by the landing gear as well as on its reduction.

Investigation on the use of optimization techniques for helicopter airframe vibrations design studies

NASA Technical Reports Server (NTRS)

Sreekanta Murthy, T.

1992-01-01

Results of the investigation of formal nonlinear programming-based numerical optimization techniques of helicopter airframe vibration reduction are summarized. The objective and constraint function and the sensitivity expressions used in the formulation of airframe vibration optimization problems are presented and discussed. Implementation of a new computational procedure based on MSC/NASTRAN and CONMIN in a computer program system called DYNOPT for optimizing airframes subject to strength, frequency, dynamic response, and dynamic stress constraints is described. An optimization methodology is proposed which is thought to provide a new way of applying formal optimization techniques during the various phases of the airframe design process. Numerical results obtained from the application of the DYNOPT optimization code to a helicopter airframe are discussed.

X-38 Landing Gear Skid Test Report

NASA Technical Reports Server (NTRS)

Gafka, George K.; Daugherty, Robert H.

2000-01-01

NASA incorporates skid-equipped landing gear on its series of X-38 flight test vehicles. The X-38 test program is the proving ground for the Crew Return Vehicle (CRV) a gliding parafoil-equipped vehicle designed to land at relatively low speeds. The skid-equipped landing gear is designed to attenuate the vertical landing energy of the vehicle at touchdown using crushable materials within the struts themselves. The vehicle then slides out as the vehicle horizontal energy is dissipated through the skids. A series of tests was conducted at Edwards Airforce Base (EAFB) in an attempt to quantify the drag force produced while "dragging" various X-38 landing gear skids across lakebed regions of varying surface properties. These data were then used to calculate coefficients of friction for each condition. Coefficient of friction information is critical for landing analyses as well as for landing gear load and interface load analysis. The skid specimens included full- and sub-scale V201 (space test vehicle) nose and main gear designs, a V131/V 132 (atmospheric flight test vehicles) main gear skid (actual flight hardware), and a newly modified, full-scale V201 nose -ear skid with substantially increased edge curvature as compared to its original design. Results of the testing are discussed along with comments on the relative importance of various parameters that influence skid stability and other dynamic behavior.

Occupant Responses in a Full-Scale Crash Test of the Sikorsky ACAP Helicopter

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.; Boitnott, Richard L.; McEntire, Joseph; Lewis, Alan

2002-01-01

A full-scale crash test of the Sikorsky Advanced Composite Airframe Program (ACAP) helicopter was performed in 1999 to generate experimental data for correlation with a crash simulation developed using an explicit nonlinear, transient dynamic finite element code. The airframe was the residual flight test hardware from the ACAP program. For the test, the aircraft was outfitted with two crew and two troop seats, and four anthropomorphic test dummies. While the results of the impact test and crash simulation have been documented fairly extensively in the literature, the focus of this paper is to present the detailed occupant response data obtained from the crash test and to correlate the results with injury prediction models. These injury models include the Dynamic Response Index (DRI), the Head Injury Criteria (HIC), the spinal load requirement defined in FAR Part 27.562(c), and a comparison of the duration and magnitude of the occupant vertical acceleration responses with the Eiband whole-body acceleration tolerance curve.

New Tool Released for Engine-Airframe Blade-Out Structural Simulations

NASA Technical Reports Server (NTRS)

Lawrence, Charles

2004-01-01

Researchers at the NASA Glenn Research Center have enhanced a general-purpose finite element code, NASTRAN, for engine-airframe structural simulations during steady-state and transient operating conditions. For steady-state simulations, the code can predict critical operating speeds, natural modes of vibration, and forced response (e.g., cabin noise and component fatigue). The code can be used to perform static analysis to predict engine-airframe response and component stresses due to maneuver loads. For transient response, the simulation code can be used to predict response due to bladeoff events and subsequent engine shutdown and windmilling conditions. In addition, the code can be used as a pretest analysis tool to predict the results of the bladeout test required for FAA certification of new and derivative aircraft engines. Before the present analysis code was developed, all the major aircraft engine and airframe manufacturers in the United States and overseas were performing similar types of analyses to ensure the structural integrity of engine-airframe systems. Although there were many similarities among the analysis procedures, each manufacturer was developing and maintaining its own structural analysis capabilities independently. This situation led to high software development and maintenance costs, complications with manufacturers exchanging models and results, and limitations in predicting the structural response to the desired degree of accuracy. An industry-NASA team was formed to overcome these problems by developing a common analysis tool that would satisfy all the structural analysis needs of the industry and that would be available and supported by a commercial software vendor so that the team members would be relieved of maintenance and development responsibilities. Input from all the team members was used to ensure that everyone's requirements were satisfied and that the best technology was incorporated into the code. Furthermore, because the code would be distributed by a commercial software vendor, it would be more readily available to engine and airframe manufacturers, as well as to nonaircraft companies that did not previously have access to this capability.

Actuator and aerodynamic modeling for high-angle-of-attack aeroservoelasticity

NASA Technical Reports Server (NTRS)

Brenner, Martin J.

1993-01-01

Accurate prediction of airframe/actuation coupling is required by the imposing demands of modern flight control systems. In particular, for agility enhancement at high angle of attack and low dynamic pressure, structural integration characteristics such as hinge moments, effective actuator stiffness, and airframe/control surface damping can have a significant effect on stability predictions. Actuator responses are customarily represented with low-order transfer functions matched to actuator test data, and control surface stiffness is often modeled as a linear spring. The inclusion of the physical properties of actuation and its installation on the airframe is therefore addressed in this paper using detailed actuator models which consider the physical, electrical, and mechanical elements of actuation. The aeroservoelastic analysis procedure is described in which the actuators are modeled as detailed high-order transfer functions and as approximate low-order transfer functions. The impacts of unsteady aerodynamic modeling on aeroservoelastic stability are also investigated in this paper by varying the order of approximation, or number of aerodynamic lag states, in the analysis. Test data from a thrust-vectoring configuration of an F/A-18 aircraft are compared to predictions to determine the effects on accuracy as a function of modeling complexity.

Actuator and aerodynamic modeling for high-angle-of-attack aeroservoelasticity

NASA Technical Reports Server (NTRS)

Brenner, Martin J.

1993-01-01

Accurate prediction of airframe/actuation coupling is required by the imposing demands of modern flight control systems. In particular, for agility enhancement at high angle of attack and low dynamic pressure, structural integration characteristics such as hinge moments, effective actuator stiffness, and airframe/control surface damping can have a significant effect on stability predictions. Actuator responses are customarily represented with low-order transfer functions matched to actuator test data, and control surface stiffness is often modeled as a linear spring. The inclusion of the physical properties of actuation and its installation on the airframe is therefore addressed using detailed actuator models which consider the physical, electrical, and mechanical elements of actuation. The aeroservoelastic analysis procedure is described in which the actuators are modeled as detailed high-order transfer functions and as approximate low-order transfer functions. The impacts of unsteady aerodynamic modeling on aeroservoelastic stability are also investigated by varying the order of approximation, or number of aerodynamic lag states, in the analysis. Test data from a thrust-vectoring configuration of an F/A-l8 aircraft are compared to predictions to determine the effects on accuracy as a function of modeling complexity.

Inspection of aging aircraft: A manufacturer's perspective

NASA Technical Reports Server (NTRS)

Hagemaier, Donald J.

1992-01-01

Douglas, in conjunction with operators and regulators, has established interrelated programs to identify and address issues regarding inspection of aging aircraft. These inspection programs consist of the following: Supplemental Inspection Documents; Corrosion Prevention and Control Documents; Repair Assessment Documents; and Service Bulletin Compliance Documents. In addition, airframe manufacturers perform extended airframe fatigue tests to deal with potential problems before they can develop in the fleet. Lastly, nondestructive inspection (NDI) plays a role in all these programs through the detection of cracks, corrosion, and disbonds. However, improved and more cost effective NDI methods are needed. Some methods such as magneto-optic imaging, electronic shearography, Diffractor-Sight, and multi-parameter eddy current testing appear viable for near-term improvements in NDI of aging aircraft.

Proceedings of the Airframe Icing Workshop

NASA Technical Reports Server (NTRS)

Colantonio, Ron O. (Editor)

2009-01-01

The NASA Glenn Research Center (GRC) has a long history of working with its partners towards the understanding of ice accretion formation and its associated degradation of aerodynamic performance. The June 9, 2009, Airframe Icing Workshop held at GRC provided an opportunity to examine the current NASA airframe icing research program and to dialogue on remaining and emerging airframe icing issues and research with the external community. Some of the airframe icing gaps identified included, but are not limited to, ice accretion simulation enhancements, three-dimensional benchmark icing database development, three-dimensional iced aerodynamics modeling, and technology development for a smart icing system.

Ground vibration test of the XV-15 Tiltrotor Research Aircraft and pretest predictions

NASA Technical Reports Server (NTRS)

Studebaker, Karen; Abrego, Anita

1994-01-01

The first comprehensive ground vibration survey was performed on the XV-15 Tiltrotor Research Aircraft to measure the vibration modes of the airframe and to provide data critical for determining whirl flutter stability margins. The aircraft was suspended by the wings with bungee cords and cables. A NASTRAN finite element model was used in the design of the suspension system to minimize its interference with the wing modes. The primary objective of the test was to measure the dynamic characteristics of the wings and pylons for aeroelastic stability analysis. In addition, over 130 accelerometers were placed on the airframe to characterize the fuselage, wing, and tail vibration. Pretest predictions were made with the NASTRAN model as well as correlations with the test data. The results showed that the suspension system provided the isolation necessary for modal measurements.

Design and Test of an Improved Crashworthiness Small Composite Airframe

NASA Technical Reports Server (NTRS)

Terry, James E.; Hooper, Steven J.; Nicholson, Mark

2002-01-01

The purpose of this small business innovative research (SBIR) program was to evaluate the feasibility of developing small composite airplanes with improved crashworthiness. A combination of analysis and half scale component tests were used to develop an energy absorbing airframe. Four full scale crash tests were conducted at the NASA Impact Dynamics Research Facility, two on a hard surface and two onto soft soil, replicating earlier NASA tests of production general aviation airplanes. Several seat designs and restraint systems including both an air bag and load limiting shoulder harnesses were tested. Tests showed that occupant loads were within survivable limits with the improved structural design and the proper combination of seats and restraint systems. There was no loss of cabin volume during the events. The analysis method developed provided design guidance but time did not allow extending the analysis to soft soil impact. This project demonstrated that survivability improvements are possible with modest weight penalties. The design methods can be readily applied by airplane designers using the examples in this report.

Airframe/TPS Session

NASA Technical Reports Server (NTRS)

Welch, Sharon; Bowles, David

2000-01-01

This viewgraph presentation gives an overview of the second generation Reusable Launch Vehicle (RLV) airframe configuration, including details on the structures and materials, tanks, airframe/cryotank demonstrations, internal assemblies, weight growth and margin, and safety and cost requirements.

Aerodynamic Engine/Airframe Integration for High Performance Aircraft and Missiles (L’Integration Aerodynamique des Moteurs et des Cellules dans les Avions et les Missiles a Hautes Performances)

DTIC Science & Technology

1992-09-01

qui a POUr object d~cvaluer la pertinence du symposium ci Ia mesure dans laquelle il a repondu aux attentes de Ia communautti atirospatiale. a ýtit...testing have progressed steadily in the last 30 years. the context of military and civil engine/airframe integration This paper will focus attention on...events of the early 90s close to our collective and military designs require increased attention to be paid to consciousness, it is clear that a

Material fatigue data obtained by card-programmed hydraulic loading system

NASA Technical Reports Server (NTRS)

Davis, W. T.

1967-01-01

Fatigue tests using load distributions from actual loading histories encountered in flight are programmed on punched electronic accounting machine cards. With this hydraulic loading system, airframe designers can apply up to 55 load levels to a test specimen.

Selected results of the F-15 propulsion interactions program

NASA Technical Reports Server (NTRS)

Webb, L. D.; Nugent, J.

1982-01-01

A better understanding of propulsion system/airframe flow interactions could aid in the reduction of aircraft drag. For this purpose, NASA and the United States Air Force have conducted a series of wind-tunnel and flight tests on the F-15 airplane. This paper presents a correlation of flight test data from tests conducted at the NASA Dryden Flight Research Facility of the Ames Research Center, with data obtained from wind-tunnel tests. Flights were made at stabilized Mach numbers around 0.6, 0.9, 1.2, and 1.5 with accelerations up to near Mach number 2. Wind-tunnel tests used a 7.5 percent-scale F-15 inlet/airframe model. Flight and wind-tunnel pressure coefficients showed good agreement in most cases. Correlation of interaction effects caused by changes in cowl angle, angle-of-attack, and Mach number are presented. For the afterbody region, the pressure coefficients on the nozzle surfaces were influenced by boattail angles and Mach number. Boundary-layer thickness decreased as angle of attack increased above 4 deg.

An Evaluation of High Temperature Airframe Seals for Advanced Hypersonic Vehicles

NASA Technical Reports Server (NTRS)

DeMange, Jeffrey J.; Dunlap, Patrick H.; Steinetz, Bruce M.; Drlik, Gary J.

2007-01-01

High temperature seals are required for advanced hypersonic airframe applications. In this study, both spring tube thermal barriers and innovative wafer seal systems were evaluated under relevant hypersonic test conditions (temperatures, pressures, etc.) via high temperature compression testing and room temperature flow assessments. Thermal barriers composed of a Rene 41 spring tube filled with Saffil insulation and overbraided with a Nextel 312 sheath showed acceptable performance at 1500 F in both short term and longer term compression testing. Nextel 440 thermal barriers with Rene 41 spring tubes and Saffil insulation demonstrated good compression performance up to 1750 F. A silicon nitride wafer seal/compression spring system displayed excellent load performance at temperatures as high as 2200 F and exhibited room temperature leakage values that were only 1/3 those for the spring tube rope seals. For all seal candidates evaluated, no significant degradation in leakage resistance was noted after high temperature compression testing. In addition to these tests, a superalloy seal suitable for dynamic seal applications was optimized through finite element techniques.

Low Velocity Airdrop Tests of an X-38 Backup Parachute Design

NASA Technical Reports Server (NTRS)

Stein, Jenny M.; Machin, Ricardo A.; Wolf, Dean F.; Hillebrandt, F. David

2007-01-01

The NASA Johnson Space Center's X-38 program designed a new backup parachute system to recover the 25,000 lb X-38 prototype for the Crew Return Vehicle spacecraft. Due to weight and cost constraints, the main backup parachute design incorporated rapid and low cost fabrication techniques using off-the-shelf materials. Near the vent, the canopy was constructed of continuous ribbons, to provide more damage tolerance. The remainder of the canopy was a constructed with a continuous ringslot design. After cancellation of the X-38 program, the parachute design was resized, built, and drop tested for Natick Soldiers Center's Low Velocity Air Drop (LVAD) program to deliver cargo loads up to 22,000 lbs from altitudes as low as 500 feet above the ground. Drop tests results showed that the 500-foot LVAD parachute deployment conditions cause severe skirt inversion and inflation problems for large parachutes. The bag strip occurred at a high angle of attack, causing skirt inversion before the parachute could inflate. The addition of a short reefing line prevented the skirt inversion. Using a lower porosity in the vent area, than is normally used in large parachutes, improved inflation. The drop testing demonstrated that the parachute design could be refined to meet the requirements for the 500-foot LVAD mission.

Integrating CFD, CAA, and Experiments Towards Benchmark Datasets for Airframe Noise Problems

NASA Technical Reports Server (NTRS)

Choudhari, Meelan M.; Yamamoto, Kazuomi

2012-01-01

Airframe noise corresponds to the acoustic radiation due to turbulent flow in the vicinity of airframe components such as high-lift devices and landing gears. The combination of geometric complexity, high Reynolds number turbulence, multiple regions of separation, and a strong coupling with adjacent physical components makes the problem of airframe noise highly challenging. Since 2010, the American Institute of Aeronautics and Astronautics has organized an ongoing series of workshops devoted to Benchmark Problems for Airframe Noise Computations (BANC). The BANC workshops are aimed at enabling a systematic progress in the understanding and high-fidelity predictions of airframe noise via collaborative investigations that integrate state of the art computational fluid dynamics, computational aeroacoustics, and in depth, holistic, and multifacility measurements targeting a selected set of canonical yet realistic configurations. This paper provides a brief summary of the BANC effort, including its technical objectives, strategy, and selective outcomes thus far.

Real-Time Stability Margin Measurements for X-38 Robustness Analysis

NASA Technical Reports Server (NTRS)

Bosworth, John T.; Stachowiak, Susan J.

2005-01-01

A method has been developed for real-time stability margin measurement calculations. The method relies on a tailored-forced excitation targeted to a specific frequency range. Computation of the frequency response is matched to the specific frequencies contained in the excitation. A recursive Fourier transformation is used to make the method compatible with real-time calculation. The method was incorporated into the X-38 nonlinear simulation and applied to an X-38 robustness test. X-38 stability margins were calculated for different variations in aerodynamic and mass properties over the vehicle flight trajectory. The new method showed results comparable to more traditional stability analysis techniques, and at the same time, this new method provided coverage that is more complete and increased efficiency.

14 CFR 91.411 - Altimeter system and altitude reporting equipment tests and inspections.

Code of Federal Regulations, 2012 CFR

2012-01-01

... reporting equipment tests and inspections. (a) No person may operate an airplane, or helicopter, in... conducted by— (1) The manufacturer of the airplane, or helicopter, on which the tests and inspections are to... airframe rating appropriate to the airplane, or helicopter, to be tested; or (3) A certificated mechanic...

14 CFR 91.411 - Altimeter system and altitude reporting equipment tests and inspections.

Code of Federal Regulations, 2013 CFR

2013-01-01

... reporting equipment tests and inspections. (a) No person may operate an airplane, or helicopter, in... conducted by— (1) The manufacturer of the airplane, or helicopter, on which the tests and inspections are to... airframe rating appropriate to the airplane, or helicopter, to be tested; or (3) A certificated mechanic...

14 CFR 91.411 - Altimeter system and altitude reporting equipment tests and inspections.

Code of Federal Regulations, 2014 CFR

2014-01-01

... reporting equipment tests and inspections. (a) No person may operate an airplane, or helicopter, in... conducted by— (1) The manufacturer of the airplane, or helicopter, on which the tests and inspections are to... airframe rating appropriate to the airplane, or helicopter, to be tested; or (3) A certificated mechanic...

14 CFR 91.411 - Altimeter system and altitude reporting equipment tests and inspections.

Code of Federal Regulations, 2011 CFR

2011-01-01

... reporting equipment tests and inspections. (a) No person may operate an airplane, or helicopter, in... conducted by— (1) The manufacturer of the airplane, or helicopter, on which the tests and inspections are to... airframe rating appropriate to the airplane, or helicopter, to be tested; or (3) A certificated mechanic...

14 CFR 91.411 - Altimeter system and altitude reporting equipment tests and inspections.

Code of Federal Regulations, 2010 CFR

2010-01-01

... reporting equipment tests and inspections. (a) No person may operate an airplane, or helicopter, in... conducted by— (1) The manufacturer of the airplane, or helicopter, on which the tests and inspections are to... airframe rating appropriate to the airplane, or helicopter, to be tested; or (3) A certificated mechanic...

Use of LS-DYNA(Registered TradeMark) to Assess the Energy Absorption Performance of a Shell-Based Kevlar(TradeMark)/Epoxy Composite Honeycomb

NASA Technical Reports Server (NTRS)

Polanco, Michael

2010-01-01

The forward and vertical impact stability of a composite honeycomb Deployable Energy Absorber (DEA) was evaluated during a full-scale crash test of an MD-500 helicopter at NASA Langley?s Landing and Impact Research Facility. The lower skin of the helicopter was retrofitted with DEA components to protect the airframe subfloor upon impact and to mitigate loads transmitted to Anthropomorphic Test Device (ATD) occupants. To facilitate the design of the DEA for this test, an analytical study was conducted using LS-DYNA(Registered TradeMark) to evaluate the performance of a shell-based DEA incorporating different angular cell orientations as well as simultaneous vertical and forward impact conditions. By conducting this study, guidance was provided in obtaining an optimum design for the DEA that would dissipate the kinetic energy of the airframe while maintaining forward and vertical impact stability.

Analysis for the Progressive Failure Response of Textile Composite Fuselage Frames

NASA Technical Reports Server (NTRS)

Johnson, Eric R.; Boitnott, Richard L. (Technical Monitor)

2002-01-01

A part of aviation accident mitigation is a crash worthy airframe structure, and an important measure of merit for a crash worthy structure is the amount of kinetic energy that can be absorbed in the crush of the structure. Prediction of the energy absorbed from finite element analyses requires modeling the progressive failure sequence. Progressive failure modes may include material degradation, fracture and crack growth, and buckling and collapse. The design of crash worthy airframe components will benefit from progressive failure analyses that have been validated by tests. The subject of this research is the development of a progressive failure analysis for textile composite. circumferential fuselage frames subjected to a quasi-static, crash-type load. The test data for these frames are reported, and these data, along with stub column test data, are to be used to develop and to validate methods for the progressive failure response.

Nondestructive inspection assessment of eddy current and electrochemical analysis to separate inconel and stainless steel alloys

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

Moore, D.G.; Sorensen, N.R.

1998-02-01

This report presents a nondestructive inspection assessment of eddy current and electrochemical analysis to separate inconel alloys from stainless steel alloys as well as an evaluation of cleaning techniques to remove a thermal oxide layer on aircraft exhaust components. The results of this assessment are presented in terms of how effective each technique classifies a known exhaust material. Results indicate that either inspection technique can separate inconel and stainless steel alloys. Based on the experiments conducted, the electrochemical spot test is the optimum for use by airframe and powerplant mechanics. A spot test procedure is proposed for incorporation into themore » Federal Aviation Administration Advisory Circular 65-9A Airframe & Powerplant Mechanic - General Handbook. 3 refs., 70 figs., 7 tabs.« less

An advanced arc track resistant airframe wire

NASA Technical Reports Server (NTRS)

Beatty, J.

1995-01-01

Tensolite, a custom cable manufacturer specializing in high temperature materials as the dielectric medium, develops an advance arc track resistant airframe wire called Tufflite 2000. Tufflite 2000 has the following advantages over the other traditional wires: lighter weight and smaller in diameter; excellent wet and dry arc track resistance; superior dynamic cut-through performance even at elevated temperatures; flight proven performance on Boeing 737 and 757 airplanes; and true 260 C performance by utilizing Nickel plated copper conductors. This paper reports the different tests performed on Tufflite 2000: accelerated aging, arc resistance (wet and dry), dynamic cut through, humidity resistance, wire-to-wire abrasion, flammability, smoke, weight, notch sensitivity, flexibility, and markability. It particularly focuses on the BSI (British Standards Institute) dry arc resistance test and BSI wet arc tracking.

Characterization of Flap Edge Noise Radiation from a High-Fidelity Airframe Model

NASA Technical Reports Server (NTRS)

Humphreys, William M., Jr.; Khorrami, Mehdi R.; Lockard, David P.; Neuhart, Dan H.; Bahr, Christopher J.

2015-01-01

The results of an experimental study of the noise generated by a baseline high-fidelity airframe model are presented. The test campaign was conducted in the open-jet test section of the NASA Langley 14- by 22-foot Subsonic Tunnel on an 18%-scale, semi-span Gulfstream airframe model incorporating a trailing edge flap and main landing gear. Unsteady surface pressure measurements were obtained from a series of sensors positioned along the two flap edges, and far field acoustic measurements were obtained using a 97-microphone phased array that viewed the pressure side of the airframe. The DAMAS array deconvolution method was employed to determine the locations and strengths of relevant noise sources in the vicinity of the flap edges and the landing gear. A Coherent Output Power (COP) spectral method was used to couple the unsteady surface pressures measured along the flap edges with the phased array output. The results indicate that outboard flap edge noise is dominated by the flap bulb seal cavity with very strong COP coherence over an approximate model-scale frequency range of 1 to 5 kHz observed between the array output and those unsteady pressure sensors nearest the aft end of the cavity. An examination of experimental COP spectra for the inboard flap proved inconclusive, most likely due to a combination of coherence loss caused by decorrelation of acoustic waves propagating through the thick wind tunnel shear layer and contamination of the spectra by tunnel background noise at lower frequencies. Directivity measurements obtained from integration of DAMAS pressure-squared values over defined geometric zones around the model show that the baseline flap and landing gear are only moderately directional as a function of polar emission angle.

Airframe self-noise: Four years of research. [aircraft noise reduction for commercial aircraft

NASA Technical Reports Server (NTRS)

Hardin, J. C.

1976-01-01

A critical assessment of the state of the art in airframe self-noise is presented. Full-scale data on the intensity, spectra and directivity of this noise source are evaluated in the light of the comprehensive theory developed by Ffowcs-Williams and Hawkins. Vibration of panels on commercial aircraft is identified as a possible additional source of airframe noise. The present understanding and methods for prediction of other component sources - airfoils, struts, and cavities - are discussed, and areas for further research as well as potential methods for airframe noise reduction are identified. Finally, the various experimental methods which have been developed for airframe noise research are discussed and sample results are presented.

Simulating the Impact Response of Composite Airframe Components

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Littell, Justin D.; Fasanella, Edwin L.

2014-01-01

In 2010, NASA Langley Research Center obtained residual hardware from the US Army's Survivable Affordable Repairable Airframe Program (SARAP). The hardware consisted of a composite fuselage section that was representative of the center section of a Black Hawk helicopter. The section was fabricated by Sikorsky Aircraft Corporation and designated the Test Validation Article (TVA). The TVA was subjected to a vertical drop test in 2008 to evaluate a tilting roof concept to limit the intrusion of overhead mass items, such as the rotor transmission, into the fuselage cabin. As a result of the 2008 test, damage to the hardware was limited primarily to the roof. Consequently, when the post-test article was obtained in 2010, the roof area was removed and the remaining structure was cut into six different types of test specimens including: (1) tension and compression coupons for material property characterization, (2) I-beam sections, (3) T-sections, (4) cruciform sections, (5) a large subfloor section, and (6) a forward framed fuselage section. In 2011, NASA and Sikorsky entered into a cooperative research agreement to study the impact responses of composite airframe structures and to evaluate the capabilities of the explicit transient dynamic finite element code, LS-DYNA®, to simulate these responses including damage initiation and progressive failure. Finite element models of the composite specimens were developed and impact simulations were performed. The properties of the composite material were represented using both a progressive in-plane damage model (Mat 54) and a continuum damage mechanics model (Mat 58) in LS-DYNA. This paper provides test-analysis comparisons of time history responses and the location and type of damage for representative I-beam, T-section, and cruciform section components.

ATD Occupant Responses from Three Full-Scale General Aviation Crash Tests

NASA Technical Reports Server (NTRS)

Littell, Justin D.; Annett, Martin S.

2016-01-01

During the summer of 2015, three Cessna 172 General Aviation (GA) aircraft were crash tested at the Landing and Impact Research (LandIR) Facility at NASA Langley Research Center (LaRC). Three different crash scenarios were represented. The first test simulated a flare-to-stall emergency or hard landing onto a rigid surface such as a road or runway. The second test simulated a controlled flight into terrain with a nose down pitch of the aircraft, and the third test simulated a controlled flight into terrain with an attempt to unsuccessfully recover the aircraft immediately prior to impact, resulting in a tail strike condition. An on-board data acquisition system (DAS) captured 64 channels of airframe acceleration, along with accelerations and loads in two onboard Hybrid II 50th percentile Anthropomorphic Test Devices (ATDs) representing the pilot and copilot. Each of the three tests contained different airframe loading conditions and different types of restraints for both the pilot and co-pilot ATDs. The results show large differences in occupant response and restraint performance with varying likelihoods of occupant injury.

Aircraft Noise Reduction Subproject Overview

NASA Technical Reports Server (NTRS)

Fernandez, Hamilton; Nark, Douglas M.; Van Zante, Dale E.

2016-01-01

The material presents highlights of propulsion and airframe noise research being completed for the Advanced Air Transport Technology Project. The basis of noise reduction plans along with representative work for the airframe, propulsion, and propulsion-airframe integration is discussed for the Aircraft Noise reduction Subproject.

Explosively activated egress area

NASA Technical Reports Server (NTRS)

Bement, L. J.; Bailey, J. W. (Inventor)

1983-01-01

A lightweight, add on structure which employs linear shaped pyrotechnic charges to smoothly cut an airframe along an egress area periphery is provided. It compromises reaction surfaces attached to the exterior surface of the airframe's skin and is designed to restrict the skin deflection. That portion of the airframe within the egress area periphery is jettisoned. Retention surfaces and sealing walls are attached to the interior surface of the airframe's skin and are designed to shield the interior of the aircraft during detonation of the pyrotechnic charges.

Airframe Noise from a Hybrid Wing Body Aircraft Configuration

NASA Technical Reports Server (NTRS)

Hutcheson, Florence V.; Spalt, Taylor B.; Brooks, Thomas F.; Plassman, Gerald E.

2016-01-01

A high fidelity aeroacoustic test was conducted in the NASA Langley 14- by 22-Foot Subsonic Tunnel to establish a detailed database of component noise for a 5.8% scale HWB aircraft configuration. The model has a modular design, which includes a drooped and a stowed wing leading edge, deflectable elevons, twin verticals, and a landing gear system with geometrically scaled wheel-wells. The model is mounted inverted in the test section and noise measurements are acquired at different streamwise stations from an overhead microphone phased array and from overhead and sideline microphones. Noise source distribution maps and component noise spectra are presented for airframe configurations representing two different approach flight conditions. Array measurements performed along the aircraft flyover line show the main landing gear to be the dominant contributor to the total airframe noise, followed by the nose gear, the inboard side-edges of the LE droop, the wing tip/LE droop outboard side-edges, and the side-edges of deployed elevons. Velocity dependence and flyover directivity are presented for the main noise components. Decorrelation effects from turbulence scattering on spectral levels measured with the microphone phased array are discussed. Finally, noise directivity maps obtained from the overhead and sideline microphone measurements for the landing gear system are provided for a broad range of observer locations.

Flight and wind-tunnel comparisons of the inlet-airframe interaction of the F-15 airplane

NASA Technical Reports Server (NTRS)

Webb, L. D.; Andriyich-Varda, D.; Whitmore, S. A.

1984-01-01

The design of inlets and nozzles and their interactions with the airplane which may account for a large percentage of the total drag of modern high performance aircraft is discussed. The inlet/airframe interactions program and the flight tests conducted is described. Inlet drag and lift data from a 7.5% wind-tunnel model are compared with data from an F-15 airplane with instrumentation to match the model. Pressure coefficient variations with variable cowl angles, capture ratios, examples of flow interactions and angles of attack are for Mach numbers of 0.6, 0.9, 1.2, and 1.5 are presented.

Coupled rotor/airframe vibration analysis program manual manual. Volume 1: User's and programmer's instructions

NASA Technical Reports Server (NTRS)

Cassarino, S.; Sopher, R.

1982-01-01

user instruction and software descriptions for the base program of the coupled rotor/airframe vibration analysis are provided. The functional capabilities and procedures for running the program are provided. Interfaces with external programs are discussed. The procedure of synthesizing a dynamic system and the various solution methods are described. Input data and output results are presented. Detailed information is provided on the program structure. Sample test case results for five representative dynamic configurations are provided and discussed. System response are plotted to demonstrate the plots capabilities available. Instructions to install and execute SIMVIB on the CDC computer system are provided.

Validation of an Integrated Airframe and Turbofan Engine Simulation for Evaluation of Propulsion Control Modes

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Sowers, T Shane; Liu, Yuan; Owen, A. Karl; Guo, Ten-Huei

2015-01-01

The National Aeronautics and Space Administration (NASA) has developed independent airframe and engine models that have been integrated into a single real-time aircraft simulation for piloted evaluation of propulsion control algorithms. In order to have confidence in the results of these evaluations, the integrated simulation must be validated to demonstrate that its behavior is realistic and that it meets the appropriate Federal Aviation Administration (FAA) certification requirements for aircraft. The paper describes the test procedures and results, demonstrating that the integrated simulation generally meets the FAA requirements and is thus a valid testbed for evaluation of propulsion control modes.

Bifilar analysis users manual, volume 2

NASA Technical Reports Server (NTRS)

Cassarino, S. J.

1980-01-01

The digital computer program developed to study the vibration response of a coupled rotor/bifilar/airframe coupled system is described. The theoretical development of the rotor/airframe system equations of motion is provided. The fuselage and bifilar absorber equations of motion are discussed. The modular block approach used in the make-up of this computer program is described. The input data needed to run the rotor and bifilar absorber analyses is described. Sample output formats are presented and discussed. The results for four test cases, which use the major logic paths of the computer program, are presented. The overall program structure is discussed in detail. The FORTRAN subroutines are described in detail.

14 CFR 135.439 - Maintenance recording requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller... alterations and repairs to each airframe, engine, propeller, rotor, and appliance. (b) Each certificate holder... the records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance...

14 CFR 135.439 - Maintenance recording requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller... alterations and repairs to each airframe, engine, propeller, rotor, and appliance. (b) Each certificate holder... the records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance...

14 CFR 135.439 - Maintenance recording requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller... alterations and repairs to each airframe, engine, propeller, rotor, and appliance. (b) Each certificate holder... the records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance...

14 CFR 135.439 - Maintenance recording requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller... alterations and repairs to each airframe, engine, propeller, rotor, and appliance. (b) Each certificate holder... the records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance...

14 CFR 135.439 - Maintenance recording requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller... alterations and repairs to each airframe, engine, propeller, rotor, and appliance. (b) Each certificate holder... the records of the last complete overhaul of each airframe, engine, propeller, rotor, and appliance...

14 CFR 121.321 - Operations in icing.

Code of Federal Regulations, 2014 CFR

2014-01-01

.... (1) The airplane must be equipped with a certificated primary airframe ice detection system. (i) The airframe ice protection system must be activated automatically, or manually by the flightcrew, when the primary ice detection system indicates activation is necessary. (ii) When the airframe ice protection...

Analysis of airframe/engine interactions in integrated flight and propulsion control

NASA Technical Reports Server (NTRS)

Schierman, John D.; Schmidt, David K.

1991-01-01

An analysis framework for the assessment of dynamic cross-coupling between airframe and engine systems from the perspective of integrated flight/propulsion control is presented. This analysis involves to determining the significance of the interactions with respect to deterioration in stability robustness and performance, as well as critical frequency ranges where problems may occur due to these interactions. The analysis illustrated here investigates both the airframe's effects on the engine control loops and the engine's effects on the airframe control loops in two case studies. The second case study involves a multi-input/multi-output analysis of the airframe. Sensitivity studies are performed on critical interactions to examine the degradations in the system's stability robustness and performance. Magnitudes of the interactions required to cause instabilities, as well as the frequencies at which the instabilities occur are recorded. Finally, the analysis framework is expanded to include control laws which contain cross-feeds between the airframe and engine systems.

Airframe Research and Technology for Hypersonic Airbreathing Vehicles

NASA Technical Reports Server (NTRS)

Glass, David E.; Merski, N. Ronald; Glass, Christopher E.

2002-01-01

The Hypersonics Investment Area (HIA) within NASA's Advanced Space Transportation Program (ASTP) has the responsibility to develop hypersonic airbreathing vehicles for access to space. The Airframe Research and Technology (AR and T) Project, as one of six projects in the HIA, will push the state-of-the-art in airframe and vehicle systems for low-cost, reliable, and safe space transportation. The individual technologies within the project are focused on advanced, breakthrough technologies in airframe and vehicle systems and cross-cutting activities that are the basis for improvements in these disciplines. Both low and medium technology readiness level (TRL) activities are being pursued. The key technical areas that will be addressed by the project include analysis and design tools, integrated vehicle health management (IVHM), composite (polymer, metal, and ceramic matrix) materials development, thermal/structural wall concepts, thermal protection systems, seals, leading edges, aerothermodynamics, and airframe/propulsion flowpath technology. Each of the technical areas or sub-projects within the Airframe R and T Project is described in this paper.

Testing Installed Propulsion for Shielded Exhaust Configurations

NASA Technical Reports Server (NTRS)

Bridges, James E.; Podboy, Gary G.; Brown, Clifford A.

2016-01-01

Jet-surface interaction (JSI) can be a significant factor in the exhaust noise of installed propulsion systems. Tests to further the understanding and prediction of the acoustic impacts of JSI have been described. While there were many objectives for the test, the overall objective was to prepare for a future test validating the design of a low-noise, lowboom supersonic commercial airliner. In this paper we explore design requirements for a partial aircraft model to be used in subscale acoustic testing, especially focusing on the amount of aircraft body that must be included to produce the acoustic environment between propulsion exhaust system and observer. We document the dual-stream jets, both nozzle and flow conditions, which were tested to extend JSI acoustic modeling from simple singlestream jets to realistic dual-stream exhaust nozzles. Sample observations are provided of changes to far-field sound as surface geometry and flow conditions were varied. Initial measurements are presented for integrating the propulsion on the airframe for a supersonic airliner with simulated airframe geometries and nozzles. Acoustic impacts of installation were modest, resulting in variations of less than 3 EPNdB in most configurations.

Testing Installed Propulsion For Shielded Exhaust Configurations

NASA Technical Reports Server (NTRS)

Bridges, James; Podboy, Gary G.; Brown, Clifford A.

2016-01-01

Jet-surface interaction (JSI) can be a significant factor in the exhaust noise of installed propulsion. Tests to further understanding and prediction of the acoustic impacts of JSI have been described. While there were many objectives for the NASA JSI1044 test, the overall objective was to prepare for a 2016 test validating the design of a low-noise, low-boom supersonic commercial airliner. In this paper we explore design requirements for a partial aircraft model to be used in subscale acoustic testing, especially focusing on the amount of shielding surface that must be provided to simulate the acoustic environment between propulsion exhaust system and observer. We document the dual-stream jets, both nozzle and flow conditions, which were tested to extend JSI acoustic modeling from simple single-stream jets to realistic dual-stream exhaust nozzles. Examples of observations found as surface geometry and flow conditions were varied were provided. And we have presented initial measurements of the installation impacts of integrating the propulsion on the airframe for a supersonic airliner with realistic airframe geometries and nozzles.

Analysis for the Progressive Failure Response of Textile Composite Fuselage Frames

NASA Technical Reports Server (NTRS)

Johnson, Eric R.; Boitnott, Richard L. (Technical Monitor)

2002-01-01

A part of aviation accident mitigation is a crashworthy airframe structure, and an important measure of merit for a crashworthy structure is the amount of kinetic energy that can be absorbed in the crush of the structure. Prediction of the energy absorbed from finite element analyses requires modeling the progressive failure sequence. Progressive failure modes may include material degradation, fracture and crack growth, and buckling and collapse. The design of crashworthy airframe components will benefit from progressive failure analyses that have been validated by tests. The subject of this research is the development of a progressive failure analysis for a textile composite, circumferential fuselage frame subjected to a quasi-static, crash-type load. The test data for the frame are reported, and these data are used to develop and to validate methods for the progressive failure response.

14 CFR 91.1439 - CAMP: Maintenance recording requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... service of the airframe, engine, propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of each item... required. (vi) A list of current major alterations and repairs to each airframe, engine, propeller, rotor...

14 CFR 91.1439 - CAMP: Maintenance recording requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... service of the airframe, engine, propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of each item... required. (vi) A list of current major alterations and repairs to each airframe, engine, propeller, rotor...

14 CFR 91.1439 - CAMP: Maintenance recording requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... service of the airframe, engine, propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of each item... required. (vi) A list of current major alterations and repairs to each airframe, engine, propeller, rotor...

14 CFR 91.1439 - CAMP: Maintenance recording requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... service of the airframe, engine, propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of each item... required. (vi) A list of current major alterations and repairs to each airframe, engine, propeller, rotor...

14 CFR 91.1439 - CAMP: Maintenance recording requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... service of the airframe, engine, propeller, and rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of each item... required. (vi) A list of current major alterations and repairs to each airframe, engine, propeller, rotor...

SOFIA: Flying the Telescope

NASA Technical Reports Server (NTRS)

Asher, Troy A.; Cumming, Stephen B.

2012-01-01

The primary focus of this paper is how the flight test team for the Stratospheric Observatory For Infrared Astronomy (SOFIA) re-cast an extensive developmental test program to meet key milestones while simultaneously ensuring safe certification of the airframe and delivery of an operationally relevant platform, ultimately saving the overall program from financial demise. Following a brief introduction to the observatory and what it is designed to do, SOFIAs planned developmental test program is summarized, including analysis and design philosophy, envelope expansion, model validation and airframe certification. How NASA used lessons learned from other aircraft that employed open cavities in flight is explained as well as how and why the chosen design was selected. The approach to aerodynamic analysis, including bare airframe testing, wind tunnel testing, computational fluid dynamics and finite element modeling proved absolutely critical. Despite a solid analytical foundation, many unknowns remained. History provides several examples of disastrous effects on both systems and flight safety if cavity design is not approached properly. For these reasons, an extensive test plan was developed to ensure a safe and thorough build-up for envelope expansion, airframe certification and early science missions. Unfortunately, as is often the case, because of chronic delays in overall program execution, severe schedule and funding pressures were present. If critical milestones were not met, domestic as well as international funding was in serious jeopardy, and the demise of the entire program loomed large. Concentrating on rigorous model validation, the test team challenged certification requirements, increased test efficiency and streamlined engineering analysis. This resulted in the safe reduction of test point count by 72%, meeting all program milestones and a platform that soundly satisfied all operational science requirements. Results from early science missions are shown and a proof of concept mission for which SOFIA was opportunely positioned is showcased. Success on this time-critical mission to observe a rare astronomical event proved the usefulness of an airborne observatory and the value in waiting for the capability provided by SOFIA. Finally, lessons learned in the test program are presented with emphasis on how lessons from previous aircraft and successful test programs were applied to SOFIA. Effective application of these lessons was crucial to the success of the SOFIA flight test program. SOFIA is an international cooperative program between NASA and the German Space Agency, DLR. It is a 2.5 meter (100-inch) telescope mounted in a Boeing 747SP aircraft used for astronomical observations at altitudes above 35,000 feet. SOFIA will accommodate a host of scientific instruments from the international science community and has a planned operational lifespan of more than 20 years.

Acoustic field in unsteady moving media

NASA Technical Reports Server (NTRS)

Bauer, F.; Maestrello, L.; Ting, L.

1995-01-01

In the interaction of an acoustic field with a moving airframe the authors encounter a canonical initial value problem for an acoustic field induced by an unsteady source distribution, q(t,x) with q equivalent to 0 for t less than or equal to 0, in a medium moving with a uniform unsteady velocity U(t)i in the coordinate system x fixed on the airframe. Signals issued from a source point S in the domain of dependence D of an observation point P at time t will arrive at point P more than once corresponding to different retarded times, Tau in the interval (0, t). The number of arrivals is called the multiplicity of the point S. The multiplicity equals 1 if the velocity U remains subsonic and can be greater when U becomes supersonic. For an unsteady uniform flow U(t)i, rules are formulated for defining the smallest number of I subdomains V(sub i) of D with the union of V(sub i) equal to D. Each subdomain has multiplicity 1 and a formula for the corresponding retarded time. The number of subdomains V(sub i) with nonempty intersection is the multiplicity m of the intersection. The multiplicity is at most I. Examples demonstrating these rules are presented for media at accelerating and/or decelerating supersonic speed.

Overview With Results and Lessons Learned of the X-43A Mach 10 Flight

NASA Technical Reports Server (NTRS)

Marshall, Laurie A.; Bahm, Catherine; Corpening, Griffin P.; Sherrill, Robert

2005-01-01

This paper provides an overview of the final flight of the NASA X-43A project. The project consisted of three flights, two planned for Mach 7 and one for Mach 10. The third and final flight, November 16, 2004, was the first Mach 10 flight demonstration of an airframe-integrated, scramjet-powered, hypersonic vehicle. The goals and objectives for the project as well as those for the third flight are presented. The configuration of the Hyper-X stack including the X-43A, Hyper-X launch vehicle, and Hyper-X research vehicle adapter is discussed. The second flight of the X-43A was successfully conducted on March 27, 2004. Mission differences, vehicle modifications and lessons learned from the second flight as they applied to the third flight are also discussed. An overview of flight 3 results is presented.

Development Of An 80'-Diameter Ribbon Drogue Parachute For The NASA X-38 Vehicle

NASA Technical Reports Server (NTRS)

Behr, Vance L.; Wolf, Dean F.; Rutledge, Bruce A.; Hillebrandt, F. David

2001-01-01

The NASA X-38 program required a larger, more robust drogue parachute. A multi-organizational team from NASA, Sandia National Laboratories, United Space Alliance, and Pioneer Aerospace Corporation has developed and tested a new 80-ft.-dia., quarter-spherical, ribbon drogue parachute. The design requirements, design specifics, margin analyses, and results of testing are all discussed herein. Some of the weight advantages of switching from Kevlar to Zylon for radial, line and riser materials are presented.

Turbine Powered Simulator Calibration and Testing for Hybrid Wing Body Powered Airframe Integration

NASA Technical Reports Server (NTRS)

Shea, Patrick R.; Flamm, Jeffrey D.; Long, Kurtis R.; James, Kevin D.; Tompkins, Daniel M.; Beyar, Michael D.

2016-01-01

Propulsion airframe integration testing on a 5.75% scale hybrid wing body model us- ing turbine powered simulators was completed at the National Full-Scale Aerodynamics Complex 40- by 80-foot test section. Four rear control surface con gurations including a no control surface de ection con guration were tested with the turbine powered simulator units to investigate how the jet exhaust in uenced the control surface performance as re- lated to the resultant forces and moments on the model. Compared to ow-through nacelle testing on the same hybrid wing body model, the control surface e ectiveness was found to increase with the turbine powered simulator units operating. This was true for pitching moment, lift, and drag although pitching moment was the parameter of greatest interest for this project. With the turbine powered simulator units operating, the model pitching moment was seen to increase when compared to the ow-through nacelle con guration indicating that the center elevon and vertical tail control authority increased with the jet exhaust from the turbine powered simulator units.

A summary of recent NASA/Army contributions to rotorcraft vibrations and structural dynamics technology

NASA Technical Reports Server (NTRS)

Kvaternik, Raymond G.; Bartlett, Felton D., Jr.; Cline, John H.

1988-01-01

The requirement for low vibrations has achieved the status of a critical design consideration in modern helicopters. There is now a recognized need to account for vibrations during both the analytical and experimental phases of design. Research activities in this area were both broad and varied and notable advances were made in recent years in the critical elements of the technology base needed to achieve the goal of a jet smooth ride. The purpose is to present an overview of accomplishments and current activities of govern and government-sponsored research in the area of rotorcraft vibrations and structural dynamics, focusing on NASA and Army contributions over the last decade or so. Specific topics addressed include: airframe finite-element modeling for static and dynamic analyses, analysis of coupled rotor-airframe vibrations, optimization of airframes subject to vibration constraints, active and passive control of vibrations in both the rotating and fixed systems, and integration of testing and analysis in such guises as modal analysis, system identification, structural modification, and vibratory loads measurement.

Low-Cost Composite Materials and Structures for Aircraft Applications

NASA Technical Reports Server (NTRS)

Deo, Ravi B.; Starnes, James H., Jr.; Holzwarth, Richard C.

2003-01-01

A survey of current applications of composite materials and structures in military, transport and General Aviation aircraft is presented to assess the maturity of composites technology, and the payoffs realized. The results of the survey show that performance requirements and the potential to reduce life cycle costs for military aircraft and direct operating costs for transport aircraft are the main reasons for the selection of composite materials for current aircraft applications. Initial acquisition costs of composite airframe components are affected by high material costs and complex certification tests which appear to discourage the widespread use of composite materials for aircraft applications. Material suppliers have performed very well to date in developing resin matrix and fiber systems for improved mechanical, durability and damage tolerance performance. The next challenge for material suppliers is to reduce material costs and to develop materials that are suitable for simplified and inexpensive manufacturing processes. The focus of airframe manufacturers should be on the development of structural designs that reduce assembly costs by the use of large-scale integration of airframe components with unitized structures and manufacturing processes that minimize excessive manual labor.

NASA Langley's AirSTAR Testbed: A Subscale Flight Test Capability for Flight Dynamics and Control System Experiments

NASA Technical Reports Server (NTRS)

Jordan, Thomas L.; Bailey, Roger M.

2008-01-01

As part of the Airborne Subscale Transport Aircraft Research (AirSTAR) project, NASA Langley Research Center (LaRC) has developed a subscaled flying testbed in order to conduct research experiments in support of the goals of NASA s Aviation Safety Program. This research capability consists of three distinct components. The first of these is the research aircraft, of which there are several in the AirSTAR stable. These aircraft range from a dynamically-scaled, twin turbine vehicle to a propeller driven, off-the-shelf airframe. Each of these airframes carves out its own niche in the research test program. All of the airplanes have sophisticated on-board data acquisition and actuation systems, recording, telemetering, processing, and/or receiving data from research control systems. The second piece of the testbed is the ground facilities, which encompass the hardware and software infrastructure necessary to provide comprehensive support services for conducting flight research using the subscale aircraft, including: subsystem development, integrated testing, remote piloting of the subscale aircraft, telemetry processing, experimental flight control law implementation and evaluation, flight simulation, data recording/archiving, and communications. The ground facilities are comprised of two major components: (1) The Base Research Station (BRS), a LaRC laboratory facility for system development, testing and data analysis, and (2) The Mobile Operations Station (MOS), a self-contained, motorized vehicle serving as a mobile research command/operations center, functionally equivalent to the BRS, capable of deployment to remote sites for supporting flight tests. The third piece of the testbed is the test facility itself. Research flights carried out by the AirSTAR team are conducted at NASA Wallops Flight Facility (WFF) on the Eastern Shore of Virginia. The UAV Island runway is a 50 x 1500 paved runway that lies within restricted airspace at Wallops Flight Facility. The facility provides all the necessary infrastructure to conduct the research flights in a safe and efficient manner. This paper gives a comprehensive overview of the development of the AirSTAR testbed.

Aviation Maintenance Technology. Airframe. A201. Airframe Structures and Non-Metallic Structural Repairs. Instructor Material.

ERIC Educational Resources Information Center

Oklahoma State Board of Vocational and Technical Education, Stillwater. Curriculum and Instructional Materials Center.

This teacher's guide is designed to aid teachers in leading students through a module on airframe structures and nonmetallic structural repairs. The module contains four units that cover the following topics: (1) identifying aerodynamic and construction characteristics of aircraft structures; (2) inspecting wooden structures; (3) inspecting and…

Advances in Hot-Structure Development

NASA Technical Reports Server (NTRS)

Rivers, H. Kevin; Glass, David E.

2006-01-01

The National Aeronautics and Space Administration has actively participated in the development of hot structures technology for application to hypersonic flight systems. Hot structures have been developed for vehicles including the X-43A, X-37, and the Space Shuttle. These trans-atmospheric and atmospheric entry flight systems that incorporate hot-structures technology are lighter weight and require less maintenance than those that incorporate parasitic, thermal-protection materials that attach to warm or cool substructure. The development of hot structures requires a thorough understanding of material performance in an extreme environment, boundary conditions and load interactions, structural joint performance, and thermal and mechanical performance of integrated structural systems that operate at temperatures ranging from 1500 C to 3000 C, depending on the application. This paper will present recent advances in the development of hot structures, including development of environmentally durable, high temperature leading edges and control surfaces, integrated thermal protection systems, and repair technologies. The X-43A Mach-10 vehicle utilized carbon/carbon (C/C) leading edges on the nose, horizontal control surface, and vertical tail. The nose and vertical and horizontal tail leading edges were fabricated out of a 3:1 biased, high thermal conductivity C/C. The leading edges were coated with a three-layer coating comprised of a SiC conversion of the C/C, followed by a CVD layer of SiC, followed by a thin CVD layer of HfC. Work has also been performed on the development of an integrated structure and was focused on both hot and warm (insulated) structures and integrated fuselage/tank/TPS systems. The objective was to develop integrated multifunctional airframe structures that eliminate fragile external thermal-protection systems and incorporate the insulating function within the structure. The approach taken to achieve this goal was to develop candidate hypersonic airframe concepts, including structural arrangement, load paths, thermal-structural wall design, thermal accommodation features, and integration of major components, optimize thermalstructural configurations, and validate concepts through a building block test program and generate data to improve and validate analytical and design tools.

The NASA/Industry Design Analysis Methods for Vibrations (DAMVIBS) Program - A government overview. [of rotorcraft technology development using finite element method

NASA Technical Reports Server (NTRS)

Kvaternik, Raymond G.

1992-01-01

An overview is presented of government contributions to the program called Design Analysis Methods for Vibrations (DAMV) which attempted to develop finite-element-based analyses of rotorcraft vibrations. NASA initiated the program with a finite-element modeling program for the CH-47D tandem-rotor helicopter. The DAMV program emphasized four areas including: airframe finite-element modeling, difficult components studies, coupled rotor-airframe vibrations, and airframe structural optimization. Key accomplishments of the program include industrywide standards for modeling metal and composite airframes, improved industrial designs for vibrations, and the identification of critical structural contributors to airframe vibratory responses. The program also demonstrated the value of incorporating secondary modeling details to improving correlation, and the findings provide the basis for an improved finite-element-based dynamics design-analysis capability.

Airframe Noise Sub-Component Definition and Model

NASA Technical Reports Server (NTRS)

Golub, Robert A. (Technical Monitor); Sen, Rahul; Hardy, Bruce; Yamamoto, Kingo; Guo, Yue-Ping; Miller, Gregory

2004-01-01

Both in-house, and jointly with NASA under the Advanced Subsonic Transport (AST) program, Boeing Commerical Aircraft Company (BCA) had begun work on systematically identifying specific components of noise responsible for total airframe noise generation and applying the knowledge gained towards the creation of a model for airframe noise prediction. This report documents the continuation of the collection of database from model-scale and full-scale airframe noise measurements to compliment the earlier existing databases, the development of the subcomponent models and the generation of a new empirical prediction code. The airframe subcomponent data includes measurements from aircraft ranging in size from a Boeing 737 to aircraft larger than a Boeing 747 aircraft. These results provide the continuity to evaluate the technology developed under the AST program consistent with the guidelines set forth in NASA CR-198298.

X-38 Bolt Retractor Subsystem Separation Demonstration

NASA Technical Reports Server (NTRS)

Rugless, Fedoria (Editor); Johnston, A. S.; Ahmed, R.; Garrison, J. C.; Gaines, J. L.; Waggoner, J. D.

2002-01-01

The Flight Robotics Laboratory FRL successfully demonstrated the X-38 bolt retractor subsystem (BRS). The BRS design was proven safe by testing in the Pyrotechnic Shock Facility (PSI) before being demonstrated in the FRL. This Technical Memorandum describes the BRS, FRL, PSF, and interface hardware. Bolt retraction time, spacecraft simulator acceleration, and a force analysis are also presented. The purpose of the demonstration was to show the FRL capability for spacecraft separation testing using pyrotechnics. Although a formal test was not performed due to schedule and budget constraints, the data will show that the BRS is a successful design concept and the FRL is suitable for future separation tests.

A study of the prediction of cruise noise and laminar flow control noise criteria for subsonic air transports

NASA Technical Reports Server (NTRS)

Swift, G.; Mungur, P.

1979-01-01

General procedures for the prediction of component noise levels incident upon airframe surfaces during cruise are developed. Contributing noise sources are those associated with the propulsion system, the airframe and the laminar flow control (LFC) system. Transformation procedures from the best prediction base of each noise source to the transonic cruise condition are established. Two approaches to LFC/acoustic criteria are developed. The first is a semi-empirical extension of the X-21 LFC/acoustic criteria to include sensitivity to the spectrum and directionality of the sound field. In the second, the more fundamental problem of how sound excites boundary layer disturbances is analyzed by deriving and solving an inhomogeneous Orr-Sommerfeld equation in which the source terms are proportional to the production and dissipation of sound induced fluctuating vorticity. Numerical solutions are obtained and compared with corresponding measurements. Recommendations are made to improve and validate both the cruise noise prediction methods and the LFC/acoustic criteria.

Correlation of finite-element structural dynamic analysis with measured free vibration characteristics for a full-scale helicopter fuselage

NASA Technical Reports Server (NTRS)

Kenigsberg, I. J.; Dean, M. W.; Malatino, R.

1974-01-01

The correlation achieved with each program provides the material for a discussion of modeling techniques developed for general application to finite-element dynamic analyses of helicopter airframes. Included are the selection of static and dynamic degrees of freedom, cockpit structural modeling, and the extent of flexible-frame modeling in the transmission support region and in the vicinity of large cut-outs. The sensitivity of predicted results to these modeling assumptions are discussed. Both the Sikorsky Finite-Element Airframe Vibration analysis Program (FRAN/Vibration Analysis) and the NASA Structural Analysis Program (NASTRAN) have been correlated with data taken in full-scale vibration tests of a modified CH-53A helicopter.

Comparison of Requirements for Composite Structures for Aircraft and Space Applications

NASA Technical Reports Server (NTRS)

Raju, Ivatury S.; Elliott, Kenny B.; Hampton, Roy W.; Knight, Norman F., Jr.; Aggarwal, Pravin; Engelstad, Stephen P.; Chang, James B.

2010-01-01

In this paper, the aircraft and space vehicle requirements for composite structures are compared. It is a valuable exercise to study composite structural design approaches used in the airframe industry, and to adopt methodology that is applicable for space vehicles. The missions, environments, analysis methods, analysis validation approaches, testing programs, build quantities, inspection, and maintenance procedures used by the airframe industry, in general, are not transferable to spaceflight hardware. Therefore, while the application of composite design approaches from other industries is appealing, many aspects cannot be directly utilized. Nevertheless, experiences and research for composite aircraft structures may be of use in unexpected arenas as space exploration technology develops, and so continued technology exchanges are encouraged.

NASA airframe structural integrity program

NASA Technical Reports Server (NTRS)

Harris, Charles E.

1991-01-01

NASA has initiated a research program with the long-term objective of supporting the aerospace industry in addressing issues related to the aging commercial transport fleet. The interdisciplinary program combines advanced fatigue crack growth prediction methodology with innovative nondestructive examination technology with the focus on multi-site damage (MSD) at riveted connections. A fracture mechanics evaluation of the concept of pressure proof testing the fuselage to screen for MSD has been completed. Also, a successful laboratory demonstration of the ability of the thermal flux method to detect disbonds at riveted lap splice joints has been conducted. All long-term program elements have been initiated and the plans for the methodology verification program are being coordinated with the airframe manufacturers.

NASA airframe structural integrity program

NASA Technical Reports Server (NTRS)

Harris, Charles E.

1990-01-01

NASA initiated a research program with the long-term objective of supporting the aerospace industry in addressing issues related to the aging of the commercial transport fleet. The program combines advanced fatigue crack growth prediction methodology with innovative nondestructive examination technology with the focus on multi-stage damage (MSD) at rivited connections. A fracture mechanics evaluation of the concept of pressure proof testing the fuselage to screen for MSD was completed. A successful laboratory demonstration of the ability of the thermal flux method to detect disbonds at rivited lap splice joints was conducted. All long-term program elements were initiated, and the plans for the methodology verification program are being coordinated with the airframe manufacturers.

Certification of the Cessna 152 on 100% ethanol

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

Shauck, M.E.; Zanin, M.G.

1997-12-31

In June 1996, the Renewable Aviation Fuels Development Center (RAFDC) at Baylor University in Waco, Texas, received a Supplemental Type Certificate (STC) for the use of 100% ethanol as a fuel for the Cessna 152, the most popular training aircraft in the world. This is the first certification granted by the Federal Aviation Administration (FAA) for a non-petroleum fuel. Certification of an aircraft on a new fuel requires a certification of the engine followed by a certification of the airframe/engine combination. This paper will describe the FAA airframe certification procedure, the tests required and their outcome using ethanol as anmore » aviation fuel in a Cessna 152.« less

Propulsion Noise Reduction Research in the NASA Advanced Air Transport Technology Project

NASA Technical Reports Server (NTRS)

Van Zante, Dale; Nark, Douglas; Fernandez, Hamilton

2017-01-01

The Aircraft Noise Reduction (ANR) sub-project is focused on the generation, development, and testing of component noise reduction technologies progressing toward the NASA far term noise goals while providing associated near and mid-term benefits. The ANR sub-project has efforts in airframe noise reduction, propulsion (including fan and core) noise reduction, acoustic liner technology, and propulsion airframe aeroacoustics for candidate conventional and unconventional aircraft configurations. The current suite of propulsion specific noise research areas is reviewed along with emerging facility and measurement capabilities. In the longer term, the changes in engine and aircraft configuration will influence the suite of technologies necessary to reduce noise in next generation systems.

Summary of the modeling and test correlations of a NASTRAN finite element vibrations model for the AH-1G helicopter, task 1

NASA Technical Reports Server (NTRS)

Cronkhite, J. D.; Berry, V. L.; Dompka, R. V.

1987-01-01

The AH-1G NASTRAN finite element model (FEM) is described and the correlations with measured data that were conducted to verify the model are summarized. Comparisons of the AH-1G NASTRAN FEM calculations with measured data include the following: (1) fuselage and tailboom static load deflection (stiffness) testing, (2) airframe ground vibration testing (0-30 H<), (3) airframe flight vibration testing (main rotor, 2,4, and 6/rev), and (4) tailboom effective skin static testing. A description of the modeling rationale and techniques used to develop the NASTRAN FEM is presented in conjunction with all previous correlation work. In general, the correlations show good agreement between analysis and test in stiffness and vibration response through 15 to 20 Hz. For higher frequencies (equal to or greater than 4/rev (21.6 Hz)), the vibration responses generally did not agree well. Also, the lateral (2/rev (10.8 Hz)) flight vibration responses were much lower in the FEM than test, indicating that there is a significant excitation source other than at the main rotor hub that is affecting the lateral vibrations, such as downwash impingement on the vertical tail.

Multi-Level Experimental and Analytical Evaluation of Two Composite Energy Absorbers

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Littell, Justin D.; Fasanella, Edwin L.; Annett, Martin S.; Seal, Michael D., II

2015-01-01

Two composite energy absorbers were developed and evaluated at NASA Langley Research Center through multi-level testing and simulation performed under the Transport Rotorcraft Airframe Crash Testbed (TRACT) research program. A conical-shaped energy absorber, designated the conusoid, was evaluated that consisted of four layers of hybrid carbon-Kevlar plain weave fabric oriented at [+45 deg/-45 deg/-45 deg/+45 deg] with respect to the vertical, or crush, direction. A sinusoidal-shaped energy absorber, designated the sinusoid, was developed that consisted of hybrid carbon-Kevlar plain weave fabric face sheets, two layers for each face sheet oriented at +/-45deg with respect to the vertical direction and a closed-cell ELFOAM P200 polyisocyanurate (2.0-lb/cu ft) foam core. The design goal for the energy absorbers was to achieve average floor-level accelerations of between 25- and 40-g during the full-scale crash test of a retrofitted CH-46E helicopter airframe, designated TRACT 2. Variations in both designs were assessed through dynamic crush testing of component specimens. Once the designs were finalized, subfloor beams of each configuration were fabricated and retrofitted into a barrel section of a CH-46E helicopter. A vertical drop test of the barrel section was conducted onto concrete to evaluate the performance of the energy absorbers prior to retrofit into TRACT 2. The retrofitted airframe was crash tested under combined forward and vertical velocity conditions onto soil, which is characterized as a sand/clay mixture. Finite element models were developed of all test articles and simulations were performed using LS-DYNA, a commercial nonlinear explicit transient dynamic finite element code. Test-analysis results are presented for each energy absorber as comparisons of time-history responses, as well as predicted and experimental structural deformations and progressive damage under impact loading for each evaluation level.

The design of a wind tunnel VSTOL fighter model incorporating turbine powered engine simulators

NASA Technical Reports Server (NTRS)

Bailey, R. O.; Maraz, M. R.; Hiley, P. E.

1981-01-01

A wind-tunnel model of a supersonic VSTOL fighter aircraft configuration has been developed for use in the evaluation of airframe-propulsion system aerodynamic interactions. The model may be employed with conventional test techniques, where configuration aerodynamics are measured in a flow-through mode and incremental nozzle-airframe interactions are measured in a jet-effects mode, and with the Compact Multimission Aircraft Propulsion Simulator which is capable of the simultaneous simulation of inlet and exhaust nozzle flow fields so as to allow the evaluation of the extent of inlet and nozzle flow field coupling. The basic configuration of the twin-engine model has a geometrically close-coupled canard and wing, and a moderately short nacelle with nonaxisymmetric vectorable exhaust nozzles near the wing trailing edge, and may be converted to a canardless configuration with an extremely short nacelle. Testing is planned to begin in the summer of 1982.

Fabrication methods for mesoscopic flying vehicle

NASA Astrophysics Data System (ADS)

Cheng, Yih-Lin

2001-10-01

Small-scale flying vehicles are attractive tools for atmospheric science research. A centimeter-size mesoscopic electric helicopter, the mesicopter, has been developed at Stanford University for these applications. The mesoscopic scale implies a design with critical features between tens of microns and several millimeters. Three major parts in the mesicopter are challenging to manufacture. Rotors require smooth 3D surfaces and a blade thickness of less than 100 mum. Components in the DC micro-motor must be made of engineering materials, which is difficult on the mesoscopic scale. Airframe fabrication has to integrate complex 3D geometry into one single structure at this scale. In this research, material selection and manufacturing approaches have been investigated and implemented. In rotor fabrication, high-strength polymers manufactured by the Shape Deposition Manufacturing (SDM) technique were the top choice. Aluminum alloys were only considered as the second choice because the fabrication process is more involved. Lift tests showed that the 4-blade polymer and aluminum rotors could deliver about 90% of the expected lift (4g). To explain the rotor performance, structural analyses of spinning rotors were performed and the fabricated geometry was investigated. The bending deflections and the torsional twists were found to be too small to degrade aerodynamic performance. The rotor geometry was verified by laser scanning and by cross-section observations. Commercially available motors are used in the prototypes but a smaller DC micro-motor was designed for future use. Components of the DC micro-motors were fabricated by the Mesoscopic Additive/Subtractive Material Processing technique, which is capable of shaping engineering materials on the mesoscopic scale. The approaches are described in this thesis. The airframe was manufactured using the SDM process, which is capable of building complex parts without assembly. Castable polymers were chosen and mixed with glass microspheres to reduce their density. The finished airframe (65.5 mm x 65.5 mm) weighed only 1.5g. Two mesicopter prototypes, weighing 3g and 17g, have illustrated that powered flight at this scale is feasible. This research provides solutions to manufacture the challenging parts for the mesicopter. The manufacturing approaches discussed here are applicable to other small flying vehicles in similar and even smaller size regimes.

Airframe-Jet Engine Integration Noise

NASA Technical Reports Server (NTRS)

Tam, Christopher; Antcliff, Richard R. (Technical Monitor)

2003-01-01

It has been found experimentally that the noise radiated by a jet mounted under the wing of an aircraft exceeds that of the same jet in a stand-alone environment. The increase in noise is referred to as jet engine airframe integration noise. The objectives of the present investigation are, (1) To obtain a better understanding of the physical mechanisms responsible for jet engine airframe integration noise or installation noise. (2) To develop a prediction model for jet engine airframe integration noise. It is known that jet mixing noise consists of two principal components. They are the noise from the large turbulence structures of the jet flow and the noise from the fine scale turbulence. In this investigation, only the effect of jet engine airframe interaction on the fine scale turbulence noise of a jet is studied. The fine scale turbulence noise is the dominant noise component in the sideline direction. Thus we limit out consideration primarily to the sideline.

Status of ERA Airframe Technology Demonstrators

NASA Technical Reports Server (NTRS)

Davis, Pamela; Jegley, Dawn; Rigney, Tom

2015-01-01

NASA has created the Environmentally Responsible Aviation (ERA) Project to explore and document the feasibility, benefits and technical risk of advanced vehicle configurations and enabling technologies that will reduce the impact of aviation on the environment. A critical aspect of this pursuit is the development of a lighter, more robust airframe that will enable the introduction of unconventional aircraft configurations that have higher lift-to-drag ratios, reduced drag, and lower community noise. The Airframe Technology subproject contains two elements. Under the Damage Arresting Composite Demonstration an advanced material system is being explored which will lead to lighter airframes that are more structural efficient than the composites used in aircraft today. Under the Adaptive Compliant Trailing Edge Flight Experiment a new concept of a flexible wing trailing edge is being evaluated which will reduce weight and improve aerodynamic performance. This presentation will describe the development these two airframe technologies.

Analysis of airframe/engine interactions - An integrated control perspective

NASA Technical Reports Server (NTRS)

Schmidt, David K.; Schierman, John D.; Garg, Sanjay

1990-01-01

Techniques for the analysis of the dynamic interactions between airframe/engine dynamical systems are presented. Critical coupling terms are developed that determine the significance of these interactions with regard to the closed loop stability and performance of the feedback systems. A conceptual model is first used to indicate the potential sources of the coupling, how the coupling manifests itself, and how the magnitudes of these critical coupling terms are used to quantify the effects of the airframe/engine interactions. A case study is also presented involving an unstable airframe with thrust vectoring for attitude control. It is shown for this system with classical, decentralized control laws that there is little airframe/engine interaction, and the stability and performance with those control laws is not affected. Implications of parameter uncertainty in the coupling dynamics is also discussed, and effects of these parameter variations are also demonstrated to be small for this vehicle configuration.

Overview of NATO Background on Scramjet Technology. Chapter 1

NASA Technical Reports Server (NTRS)

Drummond, J. Philip; Bouchez, Marc; McClinton, Charles R.

2006-01-01

The purpose of the present overview is to summarize the current knowledge of the NATO contributors. All the topics will be addressed in this chapter, with references and some examples. This background enhances the level of knowledge of the NATO scramjet community, which will be used for writing the specific chapters of the Report. Some previous overviews have been published on scramjet technology worldwide. NASA, DOD, the U.S. industry and global community have studied scramjet-powered hypersonic vehicles for over 40 years. Within the U.S. alone, NASA, DOD (DARPA, U.S. Navy and USAF), and industry have participated in hypersonic technology development. Over this time NASA Langley Research Center continuously studied hypersonic system design, aerothermodynamics, scramjet propulsion, propulsion-airframe integration, high temperature materials and structural architectures, and associated facilities, instrumentation and test methods. These modestly funded programs were substantially augmented during the National Aero-Space Plane (X-30) Program, which spent more than $3B between 1984 and 1995, and brought the DOD and other NASA Centers, universities and industry back into hypersonics. In addition, significant progress was achieved in all technologies required for hypersonic flight, and much of that technology was transferred into other programs, such as X-33, DC-X, X-37, X-43, etc. In addition, technology transfer impacted numerous other industries, including automotive, medical, sports and aerospace.

Wind Tunnel Testing of a 120th Scale Large Civil Tilt-Rotor Model in Airplane and Helicopter Modes

NASA Technical Reports Server (NTRS)

Theodore, Colin R.; Willink, Gina C.; Russell, Carl R.; Amy, Alexander R.; Pete, Ashley E.

2014-01-01

In April 2012 and October 2013, NASA and the U.S. Army jointly conducted a wind tunnel test program examining two notional large tilt rotor designs: NASA's Large Civil Tilt Rotor and the Army's High Efficiency Tilt Rotor. The approximately 6%-scale airframe models (unpowered) were tested without rotors in the U.S. Army 7- by 10-foot wind tunnel at NASA Ames Research Center. Measurements of all six forces and moments acting on the airframe were taken using the wind tunnel scale system. In addition to force and moment measurements, flow visualization using tufts, infrared thermography and oil flow were used to identify flow trajectories, boundary layer transition and areas of flow separation. The purpose of this test was to collect data for the validation of computational fluid dynamics tools, for the development of flight dynamics simulation models, and to validate performance predictions made during conceptual design. This paper focuses on the results for the Large Civil Tilt Rotor model in an airplane mode configuration up to 200 knots of wind tunnel speed. Results are presented with the full airframe model with various wing tip and nacelle configurations, and for a wing-only case also with various wing tip and nacelle configurations. Key results show that the addition of a wing extension outboard of the nacelles produces a significant increase in the lift-to-drag ratio, and interestingly decreases the drag compared to the case where the wing extension is not present. The drag decrease is likely due to complex aerodynamic interactions between the nacelle and wing extension that results in a significant drag benefit.

Early aerospaceplane propulsion research: Marquardt Corporation: ca 1956-1963

NASA Technical Reports Server (NTRS)

Lindley, Charles A.

1992-01-01

A brief summary is presented of the very early days of aerospaceplane propulsion and concept research, from a viewpoint based in the Astro Division of Marquardt Aircraft Co. in the years listed, with some view into later times that were on Bill Escher's watch and others. Other groups who were pursuing the same goals by various routes are discussed by some following speakers. The chief purpose is to bring out background information that may be of value to members of the workshop and future workers in the field. The state of engine and airframe technology at those times must be understood to make sense of the effort. Operational kerosene fueled ramjets were routinely flying Mach 2 to 3 in the Bomarc and Talos interceptors. One Marquardt ramjet had accelerated a Lockheed X-7 test vehicle to about Mach 4.7 in an all-out test, holding it at nearly 1 'G' until the fuel ran out. Development of further research at Marquardt is outlined.

Design sensitivity analysis of rotorcraft airframe structures for vibration reduction

NASA Technical Reports Server (NTRS)

Murthy, T. Sreekanta

1987-01-01

Optimization of rotorcraft structures for vibration reduction was studied. The objective of this study is to develop practical computational procedures for structural optimization of airframes subject to steady-state vibration response constraints. One of the key elements of any such computational procedure is design sensitivity analysis. A method for design sensitivity analysis of airframes under vibration response constraints is presented. The mathematical formulation of the method and its implementation as a new solution sequence in MSC/NASTRAN are described. The results of the application of the method to a simple finite element stick model of the AH-1G helicopter airframe are presented and discussed. Selection of design variables that are most likely to bring about changes in the response at specified locations in the airframe is based on consideration of forced response strain energy. Sensitivity coefficients are determined for the selected design variable set. Constraints on the natural frequencies are also included in addition to the constraints on the steady-state response. Sensitivity coefficients for these constraints are determined. Results of the analysis and insights gained in applying the method to the airframe model are discussed. The general nature of future work to be conducted is described.

Computational Analysis of a Chevron Nozzle Uniquely Tailored for Propulsion Airframe Aeroacoustics

NASA Technical Reports Server (NTRS)

Massey, Steven J.; Elmiligui, Alaa A.; Hunter, Craig A.; Thomas, Russell H.; Pao, S. Paul; Mengle, Vinod G.

2006-01-01

A computational flow field and predicted jet noise source analysis is presented for asymmetrical fan chevrons on a modern separate flow nozzle at take off conditions. The propulsion airframe aeroacoustic asymmetric fan nozzle is designed with an azimuthally varying chevron pattern with longer chevrons close to the pylon. A baseline round nozzle without chevrons and a reference nozzle with azimuthally uniform chevrons are also studied. The intent of the asymmetric fan chevron nozzle was to improve the noise reduction potential by creating a favorable propulsion airframe aeroacoustic interaction effect between the pylon and chevron nozzle. This favorable interaction and improved noise reduction was observed in model scale tests and flight test data and has been reported in other studies. The goal of this study was to identify the fundamental flow and noise source mechanisms. The flow simulation uses the asymptotically steady, compressible Reynolds averaged Navier-Stokes equations on a structured grid. Flow computations are performed using the parallel, multi-block, structured grid code PAB3D. Local noise sources were mapped and integrated computationally using the Jet3D code based upon the Lighthill Acoustic Analogy with anisotropic Reynolds stress modeling. In this study, trends of noise reduction were correctly predicted. Jet3D was also utilized to produce noise source maps that were then correlated to local flow features. The flow studies show that asymmetry of the longer fan chevrons near the pylon work to reduce the strength of the secondary flow induced by the pylon itself, such that the asymmetric merging of the fan and core shear layers is significantly delayed. The effect is to reduce the peak turbulence kinetic energy and shift it downstream, reducing overall noise production. This combined flow and noise prediction approach has yielded considerable understanding of the physics of a fan chevron nozzle designed to include propulsion airframe aeroacoustic interaction effects.

In-line wear monitor. Final report, July 1988-April 1989

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

Pieper, K.A.; Taylor, I.J.

This report describes construction and test results of an in-line monitor for critical ferrous and nonferrous metal debris in turbine engine lubrication systems. The in-line wear monitor (ILWM) uses the X-ray fluorescence principle for detecting metal debris on a continuous basis while the engine is running. The sensor portion of the system is engine mounted and contains a radioactive X-ray source, a flow cell to direct the oil across an X-ray permeable window, a proportional counter X-ray detector and its associated preamplifier and amplifier electronics. The data acquisition electronics is mounted on the airframe and contains a microprocessor based systemmore » for inputting pulses from the sensor, classifying and counting them according to energy bands, and analyzing the data and outputting metal concentration values to the engine monitoring system. The sensor portion of the system is designed to fit on a TF41 turbine engine in place of a tube between the oil tank and the oil pump. A TF41 engine monitoring system has been modified to accept the new signals from the ILWM on spare inputs so that none of the existing functions were disturbed. The ILWM has been flow tested at various flow rates, concentration levels, oil temperatures, and aerations. The wear monitor detected iron, copper, and both iron and copper together with less than 2 ppm one sigma statistical uncertainty for 30 minute count times over the 0-50 ppm range. There was no significant effect of flow rate or aeration on accuracy. The system is developed to the point that it can be tested in an actual flight environment.« less

Distributed Turboelectric Propulsion for Hybrid Wing Body Aircraft

NASA Technical Reports Server (NTRS)

Kim, Hyun Dae; Brown, Gerald V.; Felder, James L.

2008-01-01

Meeting future goals for aircraft and air traffic system performance will require new airframes with more highly integrated propulsion. Previous studies have evaluated hybrid wing body (HWB) configurations with various numbers of engines and with increasing degrees of propulsion-airframe integration. A recently published configuration with 12 small engines partially embedded in a HWB aircraft, reviewed herein, serves as the airframe baseline for the new concept aircraft that is the subject of this paper. To achieve high cruise efficiency, a high lift-to-drag ratio HWB was adopted as the baseline airframe along with boundary layer ingestion inlets and distributed thrust nozzles to fill in the wakes generated by the vehicle. The distributed powered-lift propulsion concept for the baseline vehicle used a simple, high-lift-capable internally blown flap or jet flap system with a number of small high bypass ratio turbofan engines in the airframe. In that concept, the engine flow path from the inlet to the nozzle is direct and does not involve complicated internal ducts through the airframe to redistribute the engine flow. In addition, partially embedded engines, distributed along the upper surface of the HWB airframe, provide noise reduction through airframe shielding and promote jet flow mixing with the ambient airflow. To improve performance and to reduce noise and environmental impact even further, a drastic change in the propulsion system is proposed in this paper. The new concept adopts the previous baseline cruise-efficient short take-off and landing (CESTOL) airframe but employs a number of superconducting motors to drive the distributed fans rather than using many small conventional engines. The power to drive these electric fans is generated by two remotely located gas-turbine-driven superconducting generators. This arrangement allows many small partially embedded fans while retaining the superior efficiency of large core engines, which are physically separated but connected through electric power lines to the fans. This paper presents a brief description of the earlier CESTOL vehicle concept and the newly proposed electrically driven fan concept vehicle, using the previous CESTOL vehicle as a baseline.

Comparison of Requirements for Composite Structures for Aircraft and Space Applications

NASA Technical Reports Server (NTRS)

Raju, Ivatury S.; Elliot, Kenny B.; Hampton, Roy W.; Knight, Norman F., Jr.; Aggarwal, Pravin; Engelstad, Stephen P.; Chang, James B.

2010-01-01

In this report, the aircraft and space vehicle requirements for composite structures are compared. It is a valuable exercise to study composite structural design approaches used in the airframe industry and to adopt methodology that is applicable for space vehicles. The missions, environments, analysis methods, analysis validation approaches, testing programs, build quantities, inspection, and maintenance procedures used by the airframe industry, in general, are not transferable to spaceflight hardware. Therefore, while the application of composite design approaches from aircraft and other industries is appealing, many aspects cannot be directly utilized. Nevertheless, experiences and research for composite aircraft structures may be of use in unexpected arenas as space exploration technology develops, and so continued technology exchanges are encouraged.

Coupled rotor/airframe vibration analysis program manual. Volume 2: Sample input and output listings

NASA Technical Reports Server (NTRS)

Cassarino, S.; Sopher, R.

1982-01-01

Sample input and output listings obtained with the base program (SIMVIB) of the coupled rotor/airframe vibration analysis and the external programs, G400/F389 and E927 are presented. Results for five of the base program test cases are shown. They represent different applications of the SIMVIB program to study the vibration characteristics of various dynamic configurations. Input and output listings obtained for one cycle of the G400/F389 coupled program are presented. Results from the rotor aeroelastic analysis E927 also appear. A brief description of the check cases is provided. A summary of the check cases for all the external programs interacting with the SIMVIB program is illustrated.

X-38 Seal Development

NASA Technical Reports Server (NTRS)

Curry, Donald M.; Lewis, Ronald K.; Hagen, Jeffrey D.

2002-01-01

An X-38 Crew Return Vehicle Seal Development is presented. The contents include: 1) X-38 Crew Return Vehicle; 2) X-38 TPS Configuration; 3) X-38 Seal Locations; 4) X-38 Rudder/Fin Seal Assembly; 5) Baseline X-38 Rudder/Fin Seal Design; 6) Rudder/Fin Seal to Bracket Assembly; 7) X-38 Rudder/Fin Vertical Rub Surface Inconel-0.10 inches; 8) X-38 Rudder/Fin Seal Analysis; 9) Seal Analysis Model; and 10) Governing Differential Equations for Equilibrium Thermal Assumption. The X-38 Rudder/Fin Seal temperature and pressure properties are also given.

Life Prediction of High Temperature Polymer Matrix Composites for Aircraft Engine and Airframe Applications

DTIC Science & Technology

2008-09-01

R.d6 *RVE V 0 , aVfd(t) or< d22(t)= ir =S(t) (18) RLR Similarly, it can be shown that the component of the damage in the X3-direction...at time t is. d33(t) = 2]aSm 20.d(t).R.dd V YRVE V 0 oVfdlt) (19) RLR It is evident from equations (18) and (19) that d22 =dyi =S(t) and

Rudder/Fin Seal Investigations for the X-38 Re-Entry Vehicle

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.

2000-01-01

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a crew return vehicle (CRV) for the International Space Station. The X-38 control surfaces require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. This paper presents results for thermal analyses and flow and compression tests conducted on as-received and thermally exposed seals for the rudder/fin location of the X-38. A thermal analysis of the rudder/fin dual seal assembly based on representative heating rates on the windward surface of the rudder/fin area predicted a peak seal temperature of 1900 F. The temperature-exposed seals were heated in a compressed state at 1900 F corresponding to the predicted peak temperature. Room temperature compression tests were performed to determine load versus linear compression, preload, contact area, stiffness, and resiliency characteristics for the as-received and temperature-exposed seals. Temperature exposure resulted in permanent set and loss of resiliency in these seals. Unit loads and contact pressures for the seals were below the 5 lb/in. and 10 psi limits set to limit the loads on the Shuttle thermal tiles that the seals seal against in the rudder/fin location. Measured seal flow rates for a double seal were about 4.5 times higher than the preliminary seal flow goal. The seal designs examined in this study are expected to be able to endure the high temperatures that they will be exposed to for a single-use life. Tests performed herein combined with future analyses, arc jet tests, and scrubbing tests will be used to select the final seal design for this application.

Rudder/Fin Seal Investigations for the X-38 Re-Entry Vehicle

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.

2000-01-01

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a crew return vehicle (CRV) for the International Space Station. The X-38 control surfaces require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. This paper presents results for thermal analyses and flow and compression tests conducted on as-received and thermally exposed seals for the rudder/fin location of the X-38. A thermal analysis of the rudder/fin dual seal assembly based on representative heating rates on the windward surface of the rudder/fin area predicted a peak seal temperature of 1900 F. The temperature-exposed seals were heated in a compressed state at 1900 F corresponding to the predicted peak temperature. Room temperature compression tests were performed to determine load versus linear compression, preload, contact area, stiffness, and resiliency characteristics for the as-received and temperature-exposed seals. Temperature exposure resulted in permanent set and loss of resiliency in these seals. Unit loads and contact pressures for the seals were below the five pounds/inch and ten psi limits set to limit the loads on the Shuttle thermal tiles that the seals seal against in the rudder/fin location. Measured seal flow rates for a double seal were about 4.5 times higher than the preliminary seal flow goal. The seal designs examined in this study are expected to be able to endure the high temperatures that they will be exposed to for a single-use life. Tests performed herein combined with future analyses, arc jet tests, and scrubbing tests will be used to select the final seal design for this application.

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

NASA Technical Reports Server (NTRS)

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

2005-01-01

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

Aeroservoelastic Modeling and Validation of a Thrust-Vectoring F/A-18 Aircraft

NASA Technical Reports Server (NTRS)

Brenner, Martin J.

1996-01-01

An F/A-18 aircraft was modified to perform flight research at high angles of attack (AOA) using thrust vectoring and advanced control law concepts for agility and performance enhancement and to provide a testbed for the computational fluid dynamics community. Aeroservoelastic (ASE) characteristics had changed considerably from the baseline F/A-18 aircraft because of structural and flight control system amendments, so analyses and flight tests were performed to verify structural stability at high AOA. Detailed actuator models that consider the physical, electrical, and mechanical elements of actuation and its installation on the airframe were employed in the analysis to accurately model the coupled dynamics of the airframe, actuators, and control surfaces. This report describes the ASE modeling procedure, ground test validation, flight test clearance, and test data analysis for the reconfigured F/A-18 aircraft. Multivariable ASE stability margins are calculated from flight data and compared to analytical margins. Because this thrust-vectoring configuration uses exhaust vanes to vector the thrust, the modeling issues are nearly identical for modem multi-axis nozzle configurations. This report correlates analysis results with flight test data and makes observations concerning the application of the linear predictions to thrust-vectoring and high-AOA flight.

Recent advances in convectively cooled engine and airframe structures for hypersonic flight

NASA Technical Reports Server (NTRS)

Kelly, H. N.; Wieting, A. R.; Shore, C. P.; Nowak, R. J.

1978-01-01

A hydrogen-cooled structure for a fixed-geometry, airframe-integrated scramjet is described. The thermal/structural problems, concepts, design features, and technological advances are applicable to a broad range of engines. Convectively cooled airframe structural concepts that have evolved from an extensive series of investigations, the technology developments that have led to these concepts, and the benefits that accrue from their use are discussed.

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2014 CFR

2014-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2013 CFR

2013-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2011 CFR

2011-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2010 CFR

2010-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2012 CFR

2012-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

The Philosophy which underlies the structural tests of a supersonic transport aircraft with particular attention to the thermal cycle

NASA Technical Reports Server (NTRS)

Ripley, E. L.

1972-01-01

The information presented is based on data obtained from the Concorde. Much of this data also applies to other supersonic transport aircraft. The design and development of the Concorde is a joint effort of the British and French, and the structural test program is shared, as are all the other activities. Vast numbers of small specimens have been tested to determine the behavior of the materials used in the aircraft. Major components of the aircraft structure, totalling almost a complete aircraft, have been made and are being tested to help the constructors in each country in the design and development of the structure. Tests on two complete airframes will give information for the certification of the aircraft. A static test was conducted in France and a fatigue test in the United Kingdom. Fail-safe tests are being made to demonstrate the crack-propagation characteristics of the structure and its residual strength. Aspects of the structural test program are described in some detail, dealing particularly with the problems associated with the thermal cycle. The biggest of these problems is the setting up of the fatigue test on the complete airframe; therefore, this is covered more extensively with a discussion about how the test time can be shortened and with a description of the practical aspects of the test.

Airframe Noise Results from the QTD II Flight Test Program

NASA Technical Reports Server (NTRS)

Elkoby, Ronen; Brusniak, Leon; Stoker, Robert W.; Khorrami, Mehdi R.; Abeysinghe, Amal; Moe, Jefferey W.

2007-01-01

With continued growth in air travel, sensitivity to community noise intensifies and materializes in the form of increased monitoring, regulations, and restrictions. Accordingly, realization of quieter aircraft is imperative, albeit only achievable with reduction of both engine and airframe components of total aircraft noise. Model-scale airframe noise testing has aided in this pursuit; however, the results are somewhat limited due to lack of fidelity of model hardware, particularly in simulating full-scale landing gear. Moreover, simulation of true in-flight conditions is non-trivial if not infeasible. This paper reports on an investigation of full-scale landing gear noise measured as part of the 2005 Quiet Technology Demonstrator 2 (QTD2) flight test program. Conventional Boeing 777-300ER main landing gear were tested, along with two noise reduction concepts, namely a toboggan fairing and gear alignment with the local flow, both of which were down-selected from various other noise reduction devices evaluated in model-scale testing at Virginia Tech. The full-scale toboggan fairings were designed by Goodrich Aerostructures as add-on devices allowing for complete retraction of the main gear. The baseline-conventional gear, faired gear, and aligned gear were all evaluated with the high-lift system in the retracted position and deployed at various flap settings, all at engine idle power setting. Measurements were taken with flyover community noise microphones and a large aperture acoustic phased array, yielding far-field spectra, and localized sources (beamform maps). The results were utilized to evaluate qualitatively and quantitatively the merit of each noise reduction concept. Complete similarity between model-scale and full-scale noise reduction levels was not found and requires further investigation. Far-field spectra exhibited no noise reduction for both concepts across all angles and frequencies. Phased array beamform maps show inconclusive evidence of noise reduction at selective frequencies (1500 to 3000 Hz) but are otherwise in general agreement with the far-field spectra results (within measurement uncertainty).

Supersonic investigation of two dimensional hypersonic exhaust nozzles

NASA Technical Reports Server (NTRS)

Carboni, Jeanne D.; Shyne, Rickey J.; Leavitt, Laurence D.; Taylor, John G.; Lamb, Milton

1992-01-01

An experimental investigation was conducted in the NASA Lewis 10 x 10 ft supersonic Wind Tunnel to determine the performance characteristics of 2D hypersonic exhaust nozzles/afterbodies at low supersonic conditions. Generally, this type of application requires a single expansion ramp nozzle (SERN) that is highly integrated with the airframe of the hypersonic vehicle. At design conditions (hypersonic speeds), the nozzle generally exhibits acceptable performance. At off-design conditions (transonic to mid-supersonic speeds), nozzle performance of a fixed geometry configuration is generally poor. Various 2-D nozzle configurations were tested at off-design conditions from Mach 2.0 to 3.5. Performance data is presented at nozzle pressure ratios from 1 to 35. Jet exhaust was simulated with high-pressure air. To study performance of different geometries, nozzle configurations were varied by interchanging the following model parts: internal upstream contour, expansion ramp, sidewalls, and cowl.

Motorless flight research, 1972. [glider design, airframes, and soaring flight developments

NASA Technical Reports Server (NTRS)

Nash-Webber, J. L. (Editor)

1973-01-01

The proceedings of a symposium on motorless flight research are presented. The subjects discussed are: (1) glider aerodynamic and design, (2) instrumentation, (3) structural concepts and materials, (4) soaring meteorology, (5) self-launching and ultralight sailplanes, and (6) performance testing.

Scramjet nozzle design and analysis as applied to a highly integrated hypersonic research airplane

NASA Technical Reports Server (NTRS)

Small, W. J.; Weidner, J. P.; Johnston, P. J.

1976-01-01

Engine-nozzle airframe integration at hypersonic speeds was conducted by using a high-speed research aircraft concept as a focus. Recently developed techniques for analysis of scramjet-nozzle exhaust flows provide a realistic analysis of complex forces resulting from the engine-nozzle airframe coupling. By properly integrating the engine-nozzle propulsive system with the airframe, efficient, controlled and stable flight results over a wide speed range.

Airframe noise of the DC-9

NASA Technical Reports Server (NTRS)

Bauer, A. B.; Munson, A. G.

1977-01-01

Airframe noise measurements are reported for the DC-9-31 aircraft flown at several speeds and with a number of flap, landing gear, and slat extension configurations. The data are corrected for atmospheric attenuation and spherical divergence, and are presented for an overhead position normalized to a 1-meter height. The sound pressure levels are found to vary approximately as the fifth power of flight velocity. Both lift and drag dipoles exist as a significant part of the airframe noise. The data are compared with airframe noise predictions using the drag element and the data analysis methods. Although some of the predictions are very good, further work is needed to refine these methods, particularly for the gear-down and flaps-down configurations.

Improved Seals for High Temperature Airframe Applications

NASA Technical Reports Server (NTRS)

DeMange, Jeffrey J.; Dunlap, Patrick H.; Steinetz, Bruce M.

2006-01-01

Current thermal barrier seals, such as those used on the Space Shuttle, are insufficient to fully meet the demands of future hypersonic vehicles and reentry spacecraft. Previous investigations have demonstrated limited usage temperatures, as evidenced by a decreased ability to maintain sealing effectiveness at high temperatures (i.e., inadequate resiliency). In order to improve resiliency at elevated temperatures, Rene 41 (Allvac) was substituted for Inconel X-750 (Special Metals Corp.) as the spring tube material in the existing seal design. A seal construction incorporating the Rene 41 spring tube was fabricated and tested against the baseline Inconel X-750 spring tube seal. Although resiliency improvements were not as dramatic as in previous tests with the spring tubes alone, seals incorporating the Rene 41 spring tube exhibited an average 20 percent resiliency enhancement up to 1750 F when compared to seals containing the Inconel spring tube. In addition, the seals with the Rene 41 spring tubes showed less reduction in resiliency as temperatures increased above 1200 F. Results also indicated the Saffil (Saffil Ltd.) insulation in the core of the seal contributed more to resiliency than previously thought. Leakage data did not demonstrate an improvement with the seal containing the Rene 41 spring tube. However, based upon resiliency results, one could reasonably expect the Rene 41 version of the seal to track gap openings over a wider range. Therefore it would exhibit lower leakage than the Inconel X-750 version as the seal gap opens during a typical mission.

Jet-Surface Interaction Noise from High-Aspect Ratio Nozzles: Test Summary

NASA Technical Reports Server (NTRS)

Brown, Clifford; Podboy, Gary

2017-01-01

Noise and flow data have been acquired for a 16:1 aspect ratio rectangular nozzle exhausting near a simple surface at the NASA Glenn Research Center as part of an ongoing effort to understand, model, and predict the noise produced by current and future concept aircraft employing a tightly integrated engine airframe designs. The particular concept under consideration in this experiment is a blended-wing-body airframe powered by a series of electric fans exhausting through slot nozzle over an aft deck. The exhaust Mach number and surface length were parametrically varied during the test. Far-field noise data were acquired for all nozzle surface geometries and exhaust flow conditions. Phased-array noise source localization data and in-flow pressure data were also acquired for a subset of the isolated (no surface) and surface configurations; these measurements provide data that have proven useful for modeling the jet-surface interaction noise source and the surface effect on the jet-mixing noise in round jets. A summary of the nozzle surface geometry, flow conditions tested, and data collected are presented.

Active transmission isolation/rotor loads measurement system

NASA Technical Reports Server (NTRS)

Kenigsberg, I. J.; Defelice, J. J.

1973-01-01

Modifications were incorporated into a helicopter active transmission isolation system to provide the capability of utilizing the system as a rotor force measuring device. These included; (1) isolator redesign to improve operation and minimize friction, (2) installation of pressure transducers in each isolator, and (3) load cells in series with each torque restraint link. Full scale vibration tests performed during this study on a CH-53A helicopter airframe verified that these modifications do not degrade the systems wide band isolation characteristics. Bench tests performed on each isolator unit indicated that steady and transient loads can be measured to within 1 percent of applied load. Individual isolator vibratory load measurement accuracy was determined to be 4 percent. Load measurement accuracy was found to be independent of variations in all basic isolator operating characteristics. Full scale system load calibration tests on the CH-53A airframe established the feasibility of simultaneously providing wide band vibration isolation and accurate measurement of rotor loads. Principal rotor loads (lift, propulsive force, and torque) were measured to within 2 percent of applied load.

41 CFR 109-46.000-50 - Applicability.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Regulations System (Continued) DEPARTMENT OF ENERGY PROPERTY MANAGEMENT REGULATIONS UTILIZATION AND DISPOSAL... airframe structural components (except FSC Class 1560, Airframe structural components) 20Ship and marine...

41 CFR 109-46.000-50 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Regulations System (Continued) DEPARTMENT OF ENERGY PROPERTY MANAGEMENT REGULATIONS UTILIZATION AND DISPOSAL... airframe structural components (except FSC Class 1560, Airframe structural components) 20Ship and marine...

41 CFR 109-46.000-50 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Regulations System (Continued) DEPARTMENT OF ENERGY PROPERTY MANAGEMENT REGULATIONS UTILIZATION AND DISPOSAL... airframe structural components (except FSC Class 1560, Airframe structural components) 20Ship and marine...

41 CFR 109-46.000-50 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Regulations System (Continued) DEPARTMENT OF ENERGY PROPERTY MANAGEMENT REGULATIONS UTILIZATION AND DISPOSAL... airframe structural components (except FSC Class 1560, Airframe structural components) 20Ship and marine...

X-33 Ascent Flight Controller Design by Trajectory Linearization: A Singular Perturbational Approach

NASA Technical Reports Server (NTRS)

Zhu, J. Jim; Banker, Brad D.; Hall, Charles E.

2000-01-01

The flight control of X-33 poses a challenge to conventional gain-scheduled flight controllers due to its large attitude maneuvers from liftoff to orbit and reentry. In addition, a wide range of uncertainties in vehicle handling qualities and disturbances must be accommodated by the attitude control system. Nonlinear tracking and decoupling control by trajectory linearization can be viewed as the ideal gain-scheduling controller designed at every point on the flight trajectory. Therefore it provides robust stability and performance at all stages of flight without interpolation of controller gains and eliminates costly controller redesigns due to minor airframe alteration or mission reconfiguration. In this paper, a prototype trajectory linearization design for an X-33 ascent flight controller is presented along with 3-DOF and 6-DOF simulation results. It is noted that the 6-DOF results were obtained from the 3-DOF design with only a few hours of tuning, which demonstrates the inherent robustness of the design technique. It is this "plug-and-play" feature that is much needed by NASA for the development, test and routine operations of the RLV'S. Plans for further research are also presented, and refined 6-DOF simulation results will be presented in the final version of the paper.

X-38 Experimental Aeroheating at Mach 10

NASA Technical Reports Server (NTRS)

Berry, Scott A.; Horvath, Thomas J.; Weilmuenster, K. James; Alter, Stephan J.; Merski, N. Ronald

2001-01-01

This report provides an update of the hypersonic aerothermodynamic wind tunnel test program conducted at the NASA Langley Research Center in support of the X-38 program. Global surface heat transfer distributions were measured on 0.0177 and 0.0236 scale models of the proposed X-38 configuration at Mach 10 in air. The parametrics that were investigated primarily include freestream unit Reynolds numbers of 0.6 to 2.2 million per foot and body flap deflections of 15, 20, and 25 deg for an angle-of-attack of 40 deg. The model-scale variance was tested to obtain laminar, transitional, and turbulent heating levels on the defected bodyflaps. In addition, a limited investigation of forced boundary layer transition through the use of discrete roughness elements was performed. Comparisons of the present experimental results to computational predictions and previous experimental data were conducted Laminar, transitional, and turbulent heating levels were observed on the deflected body flap, which compared favorably to the computational results and to the predicted heating based on the flight aerothermodynamic database.

Structural materials for NASP

NASA Astrophysics Data System (ADS)

Ronald, Terence M. F.

1991-12-01

Structural materials for the NASP X-30 experimental vehicle are briefly reviewed including titanium alloys, titanium-based metal-matrix composites, carbon-carbon composites, ceramic-matrix composites, and copper-matrix composites. Areas of application of these materials include the airframe where these materials would be used as lightweight skin panels for honeycomb-core, truss-core, or integrally stiffened thin sheet configuration; and the engine, where they would be used in the hot gas path of the ramjet/scramjet, and in the inlet and nozzle areas.

Pilot Cognitive Functioning and Training Outcomes

DTIC Science & Technology

2012-07-01

reducing physical stress and damage to the airframe. In summary, there has been extensive research in the USAF on the use of cognitive ability tests...has amassed a body of knowledge about many topics Comprehension Measures “social acculturation ,” “social intelligence,” and the conventional

Aeroacoustics of Propulsion Airframe Integration: Overview of NASA's Research

NASA Technical Reports Server (NTRS)

Thomas, Russell H.

2003-01-01

The integration of propulsion and airframe is fundamental to the design of an aircraft system. Many considerations influence the integration, such as structural, aerodynamic, and maintenance factors. In regard to the acoustics of an aircraft, the integration can have significant effects on the net radiated noise. Whether an engine is mounted above a wing or below can have a significant effect on noise that reaches communities below because of shielding or reflection of engine noise. This is an obvious example of the acoustic effects of propulsion airframe installation. Another example could be the effect of the pylon on the development of the exhaust plume and on the resulting jet noise. In addition, for effective system noise reduction the impact that installation has on noise reduction devices developed on isolated components must be understood. In the future, a focus on the aerodynamic and acoustic interaction effects of installation, propulsion airframe aeroacoustics, will become more important as noise reduction targets become more difficult to achieve. In addition to continued fundamental component reduction efforts, a system level approach that includes propulsion airframe aeroacoustics will be required in order to achieve the 20 dB of perceived noise reduction envisioned by the long-range NASA goals. This emphasis on the aeroacoustics of propulsion airframe integration is a new part of NASA s noise research. The following paper will review current efforts and highlight technical challenges and approaches.

The NASA/industry Design Analysis Methods for Vibrations (DAMVIBS) program: Sikorsky Aircraft: Advances toward interacting with the airframe design process

NASA Technical Reports Server (NTRS)

Twomey, William J.

1993-01-01

A short history is traced of the work done at Sikorsky Aircraft under the NASA/industry DAMVIBS program. This includes both work directly funded by the program as well as work which was internally funded but which received its initial impetus from DAMVIBS. The development of a finite element model of the UH-60A airframe having a marked improvement in vibration-predicting ability is described. A new program, PAREDYM, developed at Sikorsky, which automatically adjusts an FEM so that its modal characteristics match test values, is described, as well as the part this program played in the improvement of the UH-60A model. Effects of the bungee suspension system on the shake test data used for model verification are described. The impetus given by the modeling improvement, as well as the recent availability of PAREDYM, has brought for the first time the introduction of low-vibration design into the design cycle at Sikorsky.

Testing and Analysis of a Composite Non-Cylindrical Aircraft Fuselage Structure . Part II; Severe Damage

NASA Technical Reports Server (NTRS)

Przekop, Adam; Jegley, Dawn C.; Lovejoy, Andrew E.; Rouse, Marshall; Wu, Hsi-Yung T.

2016-01-01

The Environmentally Responsible Aviation Project aimed to develop aircraft technologies enabling significant fuel burn and community noise reductions. Small incremental changes to the conventional metallic alloy-based 'tube and wing' configuration were not sufficient to achieve the desired metrics. One airframe concept identified by the project as having the potential to dramatically improve aircraft performance was a composite-based hybrid wing body configuration. Such a concept, however, presented inherent challenges stemming from, among other factors, the necessity to transfer wing loads through the entire center fuselage section which accommodates a pressurized cabin confined by flat or nearly flat panels. This paper discusses a finite element analysis and the testing of a large-scale hybrid wing body center section structure developed and constructed to demonstrate that the Pultruded Rod Stitched Efficient Unitized Structure concept can meet these challenging demands of the next generation airframes. Part II of the paper considers the final test to failure of the test article in the presence of an intentionally inflicted severe discrete source damage under the wing up-bending loading condition. Finite element analysis results are compared with measurements acquired during the test and demonstrate that the hybrid wing body test article was able to redistribute and support the required design loads in a severely damaged condition.

FAA/NASA International Symposium on Advanced Structural Integrity Methods for Airframe Durability and Damage Tolerance

NASA Technical Reports Server (NTRS)

Harris, Charles E. (Editor)

1994-01-01

International technical experts in durability and damage tolerance of metallic airframe structures were assembled to present and discuss recent research findings and the development of advanced design and analysis methods, structural concepts, and advanced materials. The symposium focused on the dissemination of new knowledge and the peer-review of progress on the development of advanced methodologies. Papers were presented on: structural concepts for enhanced durability, damage tolerance, and maintainability; new metallic alloys and processing technology; fatigue crack initiation and small crack effects; fatigue crack growth models; fracture mechanics failure, criteria for ductile materials; structural mechanics methodology for residual strength and life prediction; development of flight load spectra for design and testing; and advanced approaches to resist corrosion and environmentally assisted fatigue.

FAA/NASA International Symposium on Advanced Structural Integrity Methods for Airframe Durability and Damage Tolerance, part 2

NASA Technical Reports Server (NTRS)

Harris, Charles E. (Editor)

1994-01-01

The international technical experts in the areas of durability and damage tolerance of metallic airframe structures were assembled to present and discuss recent research findings and the development of advanced design and analysis methods, structural concepts, and advanced materials. The principal focus of the symposium was on the dissemination of new knowledge and the peer-review of progress on the development of advanced methodologies. Papers were presented on the following topics: structural concepts for enhanced durability, damage tolerance, and maintainability; new metallic alloys and processing technology; fatigue crack initiation and small crack effects; fatigue crack growth models; fracture mechanics failure criteria for ductile materials; structural mechanics methodology for residual strength and life prediction; development of flight load spectra for design and testing; and corrosion resistance.

Flight and analytical investigations of a structural mode excitation system on the YF-12A airplane

NASA Technical Reports Server (NTRS)

Goforth, E. A.; Murphy, R. C.; Beranek, J. A.; Davis, R. A.

1987-01-01

A structural excitation system, using an oscillating canard vane to generate force, was mounted on the forebody of the YF-12A airplane. The canard vane was used to excite the airframe structural modes during flight in the subsonic, transonic, and supersonic regimes. Structural modal responses generated by the canard vane forces were measured at the flight test conditions by airframe-mounted accelerometers. Correlations of analytical and experimental aeroelastic results were made. Doublet lattice, steady state double lattice with uniform lag, Mach box, and piston theory all produced acceptable analytical aerodynamic results within the restrictions that apply to each. In general, the aerodynamic theory methods, carefully applied, were found to predict the dynamic behavior of the YF-12A aircraft adequately.

Development of an LS-DYNA Model of an ATR42-300 Aircraft for Crash Simulation

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.

2004-01-01

This paper describes the development of an LS-DYNA simulation of a vertical drop test of an ATR42-300 twin-turboprop high-wing commuter-class airplane. A 30-ft/s drop test of this aircraft was performed onto a concrete impact surface at the FAA Technical Center on July 30, 2003. The purpose of the test was to evaluate the structural response of a commuter-class aircraft when subjected to a severe, but survivable, impact. The aircraft was configured with crew and passenger seats, anthropomorphic test dummies, forward and aft luggage, instrumentation, and onboard data acquisition systems. The wings were filled with approximately 8,700 lb. of water to represent the fuel and the aircraft weighed a total of 33,200 lb. The model, which consisted of 57,643 nodes and 62,979 elements, was developed from direct measurements of the airframe geometry, over a period of approximately 8 months. The seats, dummies, luggage, fuel, and other ballast were represented using concentrated masses. Comparisons were made of the structural deformation and failure behavior of the airframe, as well as selected acceleration time history responses.

Hybrid Wing Body Aircraft Acoustic Test Preparations and Facility Upgrades

NASA Technical Reports Server (NTRS)

Heath, Stephanie L.; Brooks, Thomas F.; Hutcheson, Florence V.; Doty, Michael J.; Haskin, Henry H.; Spalt, Taylor B.; Bahr, Christopher J.; Burley, Casey L.; Bartram, Scott M.; Humphreys, William M.;

F-111D, DT and E Evaluation of Environmental Control, Airframe, Flight Control, and Secondary Power Subsystems. Appendix 1

DTIC Science & Technology

1973-12-01

Temperature, oil tank L/H eng Pressure, oil tank breather L/H eng Pressure, P&D valve primary fuel outlet L/H eng ^ , ^ Pressure, P&D valve ...T o -J -’ -« ^ u. >- *-• »- r C »- x c- r^ ► t- k-j vT (M r J ^ uT -- if J c t -r j a a •■ t xT tf1 l^ «T v.’ 0...f .t -» J -5 -t -* * J JJJJ^^-J-* i! ir LT ir ir i tr U" U" L U IT IT tf1 t. b (^ IT tf IT

Airframe noise

NASA Astrophysics Data System (ADS)

Crighton, David G.

1991-08-01

Current understanding of airframe noise was reviewed as represented by experiment at model and full scale, by theoretical modeling, and by empirical correlation models. The principal component sources are associated with the trailing edges of wing and tail, deflected trailing edge flaps, flap side edges, leading edge flaps or slats, undercarriage gear elements, gear wheel wells, fuselage and wing boundary layers, and panel vibration, together with many minor protrusions like radio antennas and air conditioning intakes which may contribute significantly to perceived noise. There are also possibilities for interactions between the various mechanisms. With current engine technology, the principal airframe noise mechanisms dominate only at low frequencies, typically less than 1 kHz and often much lower, but further reduction of turbomachinery noise in particular may make airframe noise the principal element of approach noise at frequencies in the sensitive range.

14 CFR 91.1413 - CAMP: Responsibility for airworthiness.

Code of Federal Regulations, 2013 CFR

2013-01-01

.... The Director of Maintenance must be a certificated mechanic with airframe and powerplant ratings who... or equivalent position. The Chief Inspector must be a certificated mechanic with airframe and...

14 CFR 91.1413 - CAMP: Responsibility for airworthiness.

Code of Federal Regulations, 2012 CFR

2012-01-01

.... The Director of Maintenance must be a certificated mechanic with airframe and powerplant ratings who... or equivalent position. The Chief Inspector must be a certificated mechanic with airframe and...

14 CFR 91.1413 - CAMP: Responsibility for airworthiness.

Code of Federal Regulations, 2014 CFR

2014-01-01

.... The Director of Maintenance must be a certificated mechanic with airframe and powerplant ratings who... or equivalent position. The Chief Inspector must be a certificated mechanic with airframe and...

14 CFR 91.1413 - CAMP: Responsibility for airworthiness.

Code of Federal Regulations, 2011 CFR

2011-01-01

.... The Director of Maintenance must be a certificated mechanic with airframe and powerplant ratings who... or equivalent position. The Chief Inspector must be a certificated mechanic with airframe and...

14 CFR 91.1413 - CAMP: Responsibility for airworthiness.

Code of Federal Regulations, 2010 CFR

2010-01-01

.... The Director of Maintenance must be a certificated mechanic with airframe and powerplant ratings who... or equivalent position. The Chief Inspector must be a certificated mechanic with airframe and...

Environmental effects on composite airframes: A study conducted for the ARM UAV Program (Atmospheric Radiation Measurement Unmanned Aerospace Vehicle)

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

Noguchi, R.A.

1994-06-01

Composite materials are affected by environments differently than conventional airframe structural materials are. This study identifies the environmental conditions which the composite-airframe ARM UAV may encounter, and discusses the potential degradation processes composite materials may undergo when subjected to those environments. This information is intended to be useful in a follow-on program to develop equipment and procedures to prevent, detect, or otherwise mitigate significant degradation with the ultimate goal of preventing catastrophic aircraft failure.

14 CFR 183.25 - Technical personnel examiners.

Code of Federal Regulations, 2012 CFR

2012-01-01

... § 183.25 Technical personnel examiners. (a) A designated mechanic examiner (DME) (airframe and power plant) may— (1) Accept applications for, and conduct, mechanic, oral and practical tests necessary for issuing mechanic certificates under part 65 of this chapter; and (2) In the discretion of the appropriate...

14 CFR 183.25 - Technical personnel examiners.

Code of Federal Regulations, 2010 CFR

2010-01-01

... § 183.25 Technical personnel examiners. (a) A designated mechanic examiner (DME) (airframe and power plant) may— (1) Accept applications for, and conduct, mechanic, oral and practical tests necessary for issuing mechanic certificates under part 65 of this chapter; and (2) In the discretion of the appropriate...

14 CFR 183.25 - Technical personnel examiners.

Code of Federal Regulations, 2013 CFR

2013-01-01

... § 183.25 Technical personnel examiners. (a) A designated mechanic examiner (DME) (airframe and power plant) may— (1) Accept applications for, and conduct, mechanic, oral and practical tests necessary for issuing mechanic certificates under part 65 of this chapter; and (2) In the discretion of the appropriate...

14 CFR 183.25 - Technical personnel examiners.

Code of Federal Regulations, 2014 CFR

2014-01-01

... § 183.25 Technical personnel examiners. (a) A designated mechanic examiner (DME) (airframe and power plant) may— (1) Accept applications for, and conduct, mechanic, oral and practical tests necessary for issuing mechanic certificates under part 65 of this chapter; and (2) In the discretion of the appropriate...

14 CFR 183.25 - Technical personnel examiners.

Code of Federal Regulations, 2011 CFR

2011-01-01

... § 183.25 Technical personnel examiners. (a) A designated mechanic examiner (DME) (airframe and power plant) may— (1) Accept applications for, and conduct, mechanic, oral and practical tests necessary for issuing mechanic certificates under part 65 of this chapter; and (2) In the discretion of the appropriate...

14 CFR 147.17 - Instructional equipment requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Requirements § 147.17 Instructional equipment requirements. (a) An applicant for a mechanic school certificate... appropriate to the rating he seeks: (1) Various kinds of airframe structures, airframe systems and components...

14 CFR 147.17 - Instructional equipment requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... Requirements § 147.17 Instructional equipment requirements. (a) An applicant for a mechanic school certificate... appropriate to the rating he seeks: (1) Various kinds of airframe structures, airframe systems and components...

14 CFR 147.17 - Instructional equipment requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... Requirements § 147.17 Instructional equipment requirements. (a) An applicant for a mechanic school certificate... appropriate to the rating he seeks: (1) Various kinds of airframe structures, airframe systems and components...

14 CFR 147.17 - Instructional equipment requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Requirements § 147.17 Instructional equipment requirements. (a) An applicant for a mechanic school certificate... appropriate to the rating he seeks: (1) Various kinds of airframe structures, airframe systems and components...

NASA engineer Wayne Peterson from the Johnson Space Center reviews postflight checklists following a

NASA Technical Reports Server (NTRS)

2001-01-01

NASA engineer Wayne Peterson from the Johnson Space Center reviews postflight checklists following a spectacular flight of the X-38 prototype for a crew recovery vehicle that may be built for the International Space Station. The X-38 tested atmospheric flight characteristics on December 13, 2001, in a descent from 45,000 feet to Rogers Dry Lake at the NASA Dryden Flight Research Center/Edwards Air Force Base complex in California.

Design and Use of Microphone Directional Arrays for Aeroacoustic Measurements

NASA Technical Reports Server (NTRS)

Humphreys, William M., Jr.; Brooks, Thomas F.; Hunter, William W., Jr.; Meadows, Kristine R.

1998-01-01

An overview of the development of two microphone directional arrays for aeroacoustic testing is presented. These arrays were specifically developed to measure airframe noise in the NASA Langley Quiet Flow Facility. A large aperture directional array using 35 flush-mounted microphones was constructed to obtain high resolution noise localization maps around airframe models. This array possesses a maximum diagonal aperture size of 34 inches. A unique logarithmic spiral layout design was chosen for the targeted frequency range of 2-30 kHz. Complementing the large array is a small aperture directional array, constructed to obtain spectra and directivity information from regions on the model. This array, possessing 33 microphones with a maximum diagonal aperture size of 7.76 inches, is easily moved about the model in elevation and azimuth. Custom microphone shading algorithms have been developed to provide a frequency- and position-invariant sensing area from 10-40 kHz with an overall targeted frequency range for the array of 5-60 kHz. Both arrays are employed in acoustic measurements of a 6 percent of full scale airframe model consisting of a main element NACA 632-215 wing section with a 30 percent chord half-span flap. Representative data obtained from these measurements is presented, along with details of the array calibration and data post-processing procedures.

Lightning protection technology for small general aviation composite material aircraft

NASA Technical Reports Server (NTRS)

Plumer, J. A.; Setzer, T. E.; Siddiqi, S.

1993-01-01

An on going NASA (Small Business Innovative Research) SBIR Phase II design and development program will produce the first lightning protected, fiberglass, General Aviation aircraft that is available as a kit. The results obtained so far in development testing of typical components of the aircraft kit, such as the wing and fuselage panels indicate that the lightning protection design methodology and materials chosen are capable of protecting such small composite airframes from lightning puncture and structural damage associated with severe threat lightning strikes. The primary objective of the program has been to develop a lightening protection design for full scale test airframe and verify its adequacy with full scale laboratory testing, thus enabling production and sale of owner-built, lightning-protected, Stoddard-Hamilton Aircraft, Inc. Glasair II airplanes. A second objective has been to provide lightning protection design guidelines for the General Aviation industry, and to enable these airplanes to meet lightening protection requirements for certification of small airplanes. This paper describes the protection design approaches and development testing results obtained thus far in the program, together with design methodology which can achieve the design goals listed above. The presentation of this paper will also include results of some of the full scale verification tests, which will have been completed by the time of this conference.

Inflight dynamics testing of the Apollo spacecraft

NASA Technical Reports Server (NTRS)

Peters, W. H.; Marchantel, B.

1972-01-01

Response of the Apollo command module, service and lunar module airframe while in a docked configuration in the flight environment was measured in a frequency band encompassing the first two bending modes. Transfer characteristics from thrust-application point to control-system sensor were examined. The frequency and the stability margins of the first two predominant structural resonances were verified by the test. This report describes the flight test that was performed and the postflight data analysis.

Effect of Homogenization on Microstructure Characteristics, Corrosion and Biocompatibility of Mg-Zn-Mn-xCa Alloys

PubMed Central

Li, Jingyuan; Lai, Huiying; Xu, Yuzhao

2018-01-01

The corrosion behaviors of Mg-2Zn-0.2Mn-xCa (denoted as MZM-xCa alloys) in homogenization state have been investigated by immersion test and electrochemical techniques in a simulated physiological condition. The microstructure features were characterized using scanning electron microscopy (SEM), X-ray diffraction (XRD), transmission electron microscopy (TEM) and electron probe microanalysis (EPMA), and the corrosion mechanism was illustrated using atomic force microscope (AFM), X-ray photoelectron spectroscopy (XPS) and confocal laser scanning microscopy (CLSM). The electrochemical and immersion test verify the MZM-0.38% Ca owns the best corrosion performance with the corrosion rate of 6.27 mm/year. Furthermore, the film layer of MZM-0.38% Ca is more compact and denser than that of others. This improvement could be associated with the combined effects of the suitable content of Zn/Ca dissolving into the α-Mg matrix and the modification of Ca-containing compounds by heat-treatment. However, the morphologies were transformed from uniform corrosion to localized pitting corrosion with Ca further addition. It could be explained that the excessive Ca addition can strengthen the nucleation driving force for the second phase formation, and the large volumes fraction of micro-galvanic present interface sites accelerate the nucleation driving force for corrosion propagation. In addition, in vitro biocompatibility tests also show the MZM-0.38% Ca was safe to bone mesenchymal stem cells (BMSCs) and was promising to be utilized as implant materials. PMID:29389894

Coupled rotor/airframe vibration analysis

NASA Technical Reports Server (NTRS)

Sopher, R.; Studwell, R. E.; Cassarino, S.; Kottapalli, S. B. R.

1982-01-01

A coupled rotor/airframe vibration analysis developed as a design tool for predicting helicopter vibrations and a research tool to quantify the effects of structural properties, aerodynamic interactions, and vibration reduction devices on vehicle vibration levels is described. The analysis consists of a base program utilizing an impedance matching technique to represent the coupled rotor/airframe dynamics of the system supported by inputs from several external programs supplying sophisticated rotor and airframe aerodynamic and structural dynamic representation. The theoretical background, computer program capabilities and limited correlation results are presented in this report. Correlation results using scale model wind tunnel results show that the analysis can adequately predict trends of vibration variations with airspeed and higher harmonic control effects. Predictions of absolute values of vibration levels were found to be very sensitive to modal characteristics and results were not representative of measured values.

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (left) looks at an external tank door corrosion work being done on Endeavour. At right, Tom Roberts, Airframe Engineering System specialist with United Space Alliance, is describing the work. At right is Kathy Laufenberg, Orbiter Airframe Engineering ground area manager,also with USA. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

NASA Image and Video Library

2004-02-25

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (left) looks at an external tank door corrosion work being done on Endeavour. At right, Tom Roberts, Airframe Engineering System specialist with United Space Alliance, is describing the work. At right is Kathy Laufenberg, Orbiter Airframe Engineering ground area manager,also with USA. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

The US - European Cooperation in the X-38 and CRV Programs

NASA Astrophysics Data System (ADS)

Sygulla, D.; Sabath, D.; Püttmann, N.; Schmid, V.; Caporicci, M.; Anderson, B.

2002-01-01

The European participation in the US X-38 program was initiated in 1997 and is realized by contributions from two European programs, by ESA's "Applied Reentry Technology Program", (ARTP) and the German/DLR "Technologies for Future Space Transportation Systems" (TETRA) program. The space agencies of USA, Europe and Germany have established two Memoranda of Understanding - NASA-ESA and NASA-DLR - for the European participation in the X-38 Program to deliver flight hard- and software in exchange to a re-entry flight opportunity with Vehicle 201 (V201). By October 2002 all European contributions to V201 of the X-38 program will be delivered to NASA JSC. Vehicle 201 represents the orbital test vehicle of the experimental vehicle family, developed and built from 1996 onwards by NASA at Johnson Space Center, JSC in Houston. The X-38 Program was initiated by NASA to prepare and develop the Crew Return Vehicle (CRV) with Vehicle 201 as prototype. NASA conducts the overall X-38 vehicle system engineering and integration, intended to provide the launch of the vehicle 201 with the Space Shuttle and will deliver flight data for post-flight analysis and assessment to DLR and ESA. The German national project TETRA (Technologies for future Space Transportation Systems) and the European ARTP (Applied Re-entry Technology Programme) are providing engineering support for design, analysis, system engineering and layout as well as delivering essential flight hard- and software: CMC Body flaps and CMC nose assembly from TETRA; rudders, CMC leading edges, landing gears and major elements of the V201 primary structure from ARTP. Since both programmes contribute in cooperation the major part of the aerodynamic database is generated, the flexible external insulation is developed and manufactured, and advanced sensors and data acquisition systems are built. The parts for V201 have been developed, fulfill the requirements, are qualified for flight and they are in the process of being integrated on the vehicle X- 38 V201. There will be no exchange of funds since the delivery of contributions and the flight opportunity are parts of a barter agreement. Presently NASA is assembling the vehicle's structure in preparation of the structural vehicle test in 2002. In the following period all major subsystems will be included and checked out before the envisaged orbital test flight of V201. The Shuttle Columbia will set it free in orbit and after an autonomous reentry flight it is proposed to glide towards Australia, hanging on the largest parafoil ever been built (7.500 square feet). Parallel to the final installation of all flight systems in V201, it was foreseen to develop the CRV using most of the systems of V201, provided the critical cost situation on the International Space Station can be solved. In this case the CRV would be used from about 2008/2009 as `ambulance - lifeboat' and/or as `return vehicle' for the crew of the International Space Station. Manifold contributions from European companies could be provided for the CRV: All in all this paper will give an overview about the programs X-38, CRV, TETRA and ARTP, as well as an overview about the status of the development of flight hard- and software for the reusable vehicle X-38 V201. *)CMC Ceramic Matrix Composites

Transitioning Adolescents and Young Adults With HIV Infection to Adult Care: Pilot Testing the "Movin' Out" Transitioning Protocol.

PubMed

Maturo, Donna; Powell, Alexis; Major-Wilson, Hannah; Sanchez, Kenia; De Santis, Joseph P; Friedman, Lawrence B

2015-01-01

Advances in care and treatment of adolescents/young adults with HIV infection have made survival into adulthood possible, requiring transition to adult care. Researchers have documented that the transition process is challenging for adolescents/young adults. To ensure successful transition, a formal transition protocol is needed. Despite existing research, little quantitative evaluation of the transition process has been conducted. The purpose of the study was to pilot test the "Movin' Out" Transitioning Protocol, a formalized protocol developed to assist transition to adult care. A retrospective medical/nursing record review was conducted with 38 clients enrolled in the "Movin' Out" Transitioning Protocol at a university-based adolescent medicine clinic providing care to adolescents/young adults with HIV infection. Almost half of the participants were able to successfully transition to adult care. Reasons for failure to transition included relocation, attrition, lost to follow-up, and transfer to another adult service. Failure to transition to adult care was not related to adherence issues, X(2) (1, N=38)=2.49, p=.288; substance use, X(2) (1, N=38)=1.71, p=.474; mental health issues, X(2) (1, N=38)=2.23, p=.322; or pregnancy/childrearing, X(2) (1, N=38)=0.00, p=.627). Despite the small sample size, the "Movin' Out" Transitioning Protocol appears to be useful in guiding the transition process of adolescents/young adults with HIV infection to adult care. More research is needed with a larger sample to fully evaluate the "Movin' Out" Transitioning Protocol. Copyright © 2015 Elsevier Inc. All rights reserved.

Missile airframe simulation testbed: MANPADS (MAST-M) for test and evaluation of aircraft survivability equipment

NASA Astrophysics Data System (ADS)

Clements, Jim; Robinson, Richard; Bunt, Leslie; Robinson, Joe

2011-06-01

A number of techniques have been utilized to evaluate the performance of Aircraft Survivability Equipment (ASE) against threat Man-Portable Air Defense Systems (MANPADS). These techniques include flying actual threat MANPADS against stationary ASE with simulated aircraft signatures, testing installed ASE systems against simulated threat signatures, and laboratory hardware-in-the-loop (HWIL) testing with simulated aircraft and simulated missile signatures. All of these tests lack the realism of evaluating installed ASE against in-flight MANPADS on a terminal homing intercept path toward the actual ASE equipped aircraft. This limitation is due primarily to the current inability to perform non-destructive MANPADS/Aircraft flight testing. The U.S. Army Aviation and Missile Research and Development and Engineering Center (AMRDEC) is working to overcome this limitation with the development of a recoverable surrogate MANPADS missile system capable of engaging aircraft equipped with ASE while guaranteeing collision avoidance with the test aircraft. Under its Missile Airframe Simulation Testbed - MANPADS (MAST-M) program, the AMRDEC is developing a surrogate missile system which will utilize actual threat MANPADS seeker/guidance sections to control the flight of a surrogate missile which will perform a collision avoidance and recovery maneuver prior to intercept to insure non-destructive test and evaluation of the ASE and reuse of the MANPADS seeker/guidance section. The remainder of this paper provides an overview of this development program and intended use.

Delta clipper lessons learned for increased operability in reusable space vehicles

NASA Astrophysics Data System (ADS)

Charette, Ray O.; Steinmeyer, Don A.; Smiljanic, Ray R.

1998-01-01

Important lessons were learned from the design, development, and test (DD&T), and operation of the Delta Clipper Experimental (DC-X/XA) Reusable Launch Vehicle (RLV) which apply to increased operability for the operational Reusable Space Vehicles (RSVs). Boeing maintains a continuous process improvement program that provides the opportunity to ``institutionalize'' the results from projects such as Delta Clipper for application to product improvement in future programs. During the design phase, operations and supportability (O&S) were emphasized to ensure aircraft-like operations, traceable to an operational RSV. The operations personnel, flight, and ground crew and crew chief were actively involved in the design, manufacture, and checkout of the systems. Changes and additions to capability were implemented as they evolved from knowledge gained in each phase of development. This paper presents key lessons learned with respect to design and implementation of flight systems, propulsion, airframe, hydraulics, avionics, and ground operations. Information was obtained from discussions with personnel associated with this program concerning their experience and lessons learned. Additionally, field process records and operations timelines were evaluated for applicability to RSVs. The DC-X program pursued reusability in all aspects of the design, a unique approach in rocket system development.

Experiences at Langley Research Center in the application of optimization techniques to helicopter airframes for vibration reduction

NASA Technical Reports Server (NTRS)

Murthy, T. Sreekanta; Kvaternik, Raymond G.

1991-01-01

A NASA/industry rotorcraft structural dynamics program known as Design Analysis Methods for VIBrationS (DAMVIBS) was initiated at Langley Research Center in 1984 with the objective of establishing the technology base needed by the industry for developing an advanced finite-element-based vibrations design analysis capability for airframe structures. As a part of the in-house activities contributing to that program, a study was undertaken to investigate the use of formal, nonlinear programming-based, numerical optimization techniques for airframe vibrations design work. Considerable progress has been made in connection with that study since its inception in 1985. This paper presents a unified summary of the experiences and results of that study. The formulation and solution of airframe optimization problems are discussed. Particular attention is given to describing the implementation of a new computational procedure based on MSC/NASTRAN and CONstrained function MINimization (CONMIN) in a computer program system called DYNOPT for the optimization of airframes subject to strength, frequency, dynamic response, and fatigue constraints. The results from the application of the DYNOPT program to the Bell AH-1G helicopter are presented and discussed.

Simulations & Measurements of Airframe Noise: A BANC Workshops Perspective

NASA Technical Reports Server (NTRS)

Choudhari, Meelan; Lockard, David

2016-01-01

Airframe noise corresponds to the acoustic radiation due to turbulent flow in the vicinity of airframe components such as high-lift devices and landing gears. Since 2010, the American Institute of Aeronautics and Astronautics has organized an ongoing series of workshops devoted to Benchmark Problems for Airframe Noise Computations (BANC). The BANC workshops are aimed at enabling a systematic progress in the understanding and high-fidelity predictions of airframe noise via collaborative investigations that integrate computational fluid dynamics, computational aeroacoustics, and in depth measurements targeting a selected set of canonical yet realistic configurations that advance the current state-of-the-art in multiple respects. Unique features of the BANC Workshops include: intrinsically multi-disciplinary focus involving both fluid dynamics and aeroacoustics, holistic rather than predictive emphasis, concurrent, long term evolution of experiments and simulations with a powerful interplay between the two, and strongly integrative nature by virtue of multi-team, multi-facility, multiple-entry measurements. This paper illustrates these features in the context of the BANC problem categories and outlines some of the challenges involved and how they were addressed. A brief summary of the BANC effort, including its technical objectives, strategy, and selective outcomes thus far is also included.

Synergistic Airframe-Propulsion Interactions and Integrations: A White Paper Prepared by the 1996-1997 Langley Aeronautics Technical Committee

NASA Technical Reports Server (NTRS)

Yaros, Steven F.; Sexstone, Matthew G.; Huebner, Lawrence D.; Lamar, John E.; McKinley, Robert E., Jr.; Torres, Abel O.; Burley, Casey L.; Scott, Robert C.; Small, William J.

1998-01-01

This white paper addresses the subject of Synergistic Airframe-Propulsion interactions and integrations (SnAPII). The benefits of SnAPII have not been as extensively explored. This is due primarily to the separateness of design process for airframes and propulsion systems, with only unfavorable interactions addressed. The question 'How to design these two systems in such a way that the airframe needs the propulsion and the propulsion needs the airframe?' is the fundamental issue addressed in this paper. Successful solutions to this issue depend on appropriate technology ideas. This paper first details some ten technologies that have yet to make it to commercial products (with limited exceptions) and that could be utilized in a synergistic manner. Then these technologies, either alone or in combination, are applied to both a conventional twin-engine transonic transport and to an unconventional transport, the Blended Wing Body. Lastly, combinations of these technologies are applied to configuration concepts to assess the possibilities of success relative to five of the ten NASA aeronautics goals. These assessments are subjective, but they point the way in which the applied technologies could work together for some break-through benefits.

In Search of the Physics: The Interplay of Experiment and Computation in Slat Aeroacoustics

NASA Technical Reports Server (NTRS)

Khorrami, Mehdi R.; Choudhari, Meelan; Singer, Bart A.; Lockard, David P.; Streett, Craig L.

2003-01-01

The synergistic use of experiments and numerical simulations can uncover the underlying physics of airframe noise sources. We focus on the high-lift noise component associated with a leading-edge slat; flap side-edge noise is discussed in a companion paper by Streett et al. (2003). The present paper provides an overview of how slat noise was split into subcomponents and analyzed with carefully planned complementary experimental and numerical tests. We consider both tonal and broadband aspects of slat noise. The predicted far-field noise spectra are shown to be in good qualitative (and, to lesser extent, good quantitative agreement) with acoustic array measurements. Although some questions remain unanswered, the success of current airframe noise studies provides ample promise that remaining technical issues can be successfully addressed in the near future.

Critical Life Prediction Research on Boron-Enhanced Ti-6A1-4V

DTIC Science & Technology

2007-05-01

2.4 High Modulus Ti-6Al-2Fe-0.1Si-0.6B “T” Extrusions for HSCT program. Ref. Government Contract No. NASI -20220: High Speed Research-Airframe...0.1Si-0.6B “T” Extrusions for HSCT program. Ref. Government Contract No. NASI -20220: High Speed Research-Airframe Technology report. with the focus...baseline Ti-6Al-4V (Government Contract No. NASI -20220, High Speed Research-Airframe Technology Report, 1997: 3-5, 14, 26). 1 in 3 in 16 In

Experimental Investigation of Several Copper and Beryllium Hemispherical Models in Air at Stagnation Temperatures of 2,000 to 3,600 F

NASA Technical Reports Server (NTRS)

Trout, Otto F., Jr.

1959-01-01

As part of an investigation by the National Aeronautics and Space Administration to determine the resistance to heating of various materials when used as a heat sink for hypersonic airframes, hemispherical nose-shape models of beryllium and copper have been tested in a Mach number 4 hot-air jet at stagnation temperatures of 2,000 F to 3,600 F and Reynolds numbers of 1.88 x 10(exp 6) to 2.93 x 10(exp 6). The experimental results of heating on the nose of the beryllium models agreed reasonably well with theoretical results, whereas heating on the nose of the copper models was almost twice that predicted by theory. Heating of the cylindrical wall behind the hemisphere agreed fairly well with that predicted by theory at lower temperatures. Beryllium produced a thin protective oxide when heated to its melting point with no tendency to ignite before melting. Copper produced a somewhat heavier layer of oxide upon heating, and ignited when heated to near its melting point. These tests indicate that beryllium is superior to copper as a heat-sink material because it absorbs more heat per unit weight, has greater resistance to oxidation in heated air, and does not ignite when heated in air up to its melting temperature.

New Insulation Constructions for Aerospace Wiring Applications. Volume 1. Testing and Evaluation

DTIC Science & Technology

1991-06-01

28 S.3.2 CORONA INCEPTION AND EXTINCIION VOLTAGES 5 - 33 5.3.2.. AC CORONA INCEPTION AND EXTINCTION VOLTAGES 5...... - 33 5.3.2.2 DC CORONA ...SETUP ....... .. 5 - 27 5.10 DIELECTRIC CONSTANT TEST RESULTS .......... .. 5 - 32 5.11 AC CORONA INCEPTION AND EXTINCTION TEST, 22 AWG, 8.6 MIL WALL...AIRFRAME WIRE ... .......... 5 - 39 5.12 AC CORONA INCEPTION AND EXTINCTION TEST, 22 AWG, 5.8 MIL WALL, HOOK UP WIRE .... ........... 5 - 40 5.13 AC

Data and results from a study of internal convective cooling systems for hypersonic aircraft

NASA Technical Reports Server (NTRS)

Anthony, F. M.; Dukes, W. H.; Helenbrook, R. G.

1974-01-01

An extensive survey of current and future airframe construction materials and coolants was conducted, so that the most promising candidates could be examined for cooled-panel, cooling-system and airframe concepts. Consideration was given to over 100 structural materials, 50 coolants, 6 classes of structural panel concepts, 4 classes of thermal panel concepts with numerous variations, and 3 overall cooled airframe design approaches, including unshielded, shielded, and dual temperature types. The concept identification and parametric comparison phase examined all major elements of the convectively cooled airframe, including the differing requirements at various locations on the aircraft. The parametric results were used for the investigation to two separate vehicles, a hypersonic transport with a length of 96 meters (314 feet) and a weight of 24,000 kg (528,600 lb) and a hypersonic research airplane, with a length of 25m (80 ft) and a weight of 20,300 kg (447,000 lb).

Lattice Boltzmann and Navier-Stokes Cartesian CFD Approaches for Airframe Noise Predictions

NASA Technical Reports Server (NTRS)

Barad, Michael F.; Kocheemoolayil, Joseph G.; Kiris, Cetin C.

2017-01-01

Lattice Boltzmann (LB) and compressible Navier-Stokes (NS) equations based computational fluid dynamics (CFD) approaches are compared for simulating airframe noise. Both LB and NS CFD approaches are implemented within the Launch Ascent and Vehicle Aerodynamics (LAVA) framework. Both schemes utilize the same underlying Cartesian structured mesh paradigm with provision for local adaptive grid refinement and sub-cycling in time. We choose a prototypical massively separated, wake-dominated flow ideally suited for Cartesian-grid based approaches in this study - The partially-dressed, cavity-closed nose landing gear (PDCC-NLG) noise problem from AIAA's Benchmark problems for Airframe Noise Computations (BANC) series of workshops. The relative accuracy and computational efficiency of the two approaches are systematically compared. Detailed comments are made on the potential held by LB to significantly reduce time-to-solution for a desired level of accuracy within the context of modeling airframes noise from first principles.

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy and Deputy Director Woodrow Whitlow Jr. (center, left and right) talk with Kathy Laufenberg, Orbiter Airframe Engineering ground rea manager, and Tom Roberts, Airframe Engineering System specialist, both with United Space Alliance. At far right is Bruce Buckingham, assistant to Dr. Whitlow. They are standing in front of the aft base heatshield of Endeavour, which is in its Orbiter Major Modification period that began in December 2003.

NASA Image and Video Library

2004-02-25

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy and Deputy Director Woodrow Whitlow Jr. (center, left and right) talk with Kathy Laufenberg, Orbiter Airframe Engineering ground rea manager, and Tom Roberts, Airframe Engineering System specialist, both with United Space Alliance. At far right is Bruce Buckingham, assistant to Dr. Whitlow. They are standing in front of the aft base heatshield of Endeavour, which is in its Orbiter Major Modification period that began in December 2003.

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy and Deputy Director Woodrow Whitlow Jr. (center, left and right) talk with Kathy Laufenberg, Orbiter Airframe Engineering ground area manager, and Tom Roberts, Airframe Enginering System specialist, both with United Space Alliance. At far right is Bruce Buckingham, assistant to Dr. Whitlow. They are standing in front of the aft base heatshield of Endeavour, which is in its Orbiter Major Modification period that began in December 2003.

NASA Image and Video Library

2004-02-25

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy and Deputy Director Woodrow Whitlow Jr. (center, left and right) talk with Kathy Laufenberg, Orbiter Airframe Engineering ground area manager, and Tom Roberts, Airframe Enginering System specialist, both with United Space Alliance. At far right is Bruce Buckingham, assistant to Dr. Whitlow. They are standing in front of the aft base heatshield of Endeavour, which is in its Orbiter Major Modification period that began in December 2003.

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (left) listens to Kathy Laufenberg, Orbiter Airframe Engineering ground area manager, with United Space Alliance, about corrosion work being done on the external tank door of orbiter Endeavour. On either side of Laufenberg are Tom Roberts, Airframe Engineering System specialist, also with USA, and Joy Huff, with KSC Space Shuttle Processing. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

NASA Image and Video Library

2004-02-25

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (left) listens to Kathy Laufenberg, Orbiter Airframe Engineering ground area manager, with United Space Alliance, about corrosion work being done on the external tank door of orbiter Endeavour. On either side of Laufenberg are Tom Roberts, Airframe Engineering System specialist, also with USA, and Joy Huff, with KSC Space Shuttle Processing. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

Numerical methods for engine-airframe integration

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

Murthy, S.N.B.; Paynter, G.C.

1986-01-01

Various papers on numerical methods for engine-airframe integration are presented. The individual topics considered include: scientific computing environment for the 1980s, overview of prediction of complex turbulent flows, numerical solutions of the compressible Navier-Stokes equations, elements of computational engine/airframe integrations, computational requirements for efficient engine installation, application of CAE and CFD techniques to complete tactical missile design, CFD applications to engine/airframe integration, and application of a second-generation low-order panel methods to powerplant installation studies. Also addressed are: three-dimensional flow analysis of turboprop inlet and nacelle configurations, application of computational methods to the design of large turbofan engine nacelles, comparison ofmore » full potential and Euler solution algorithms for aeropropulsive flow field computations, subsonic/transonic, supersonic nozzle flows and nozzle integration, subsonic/transonic prediction capabilities for nozzle/afterbody configurations, three-dimensional viscous design methodology of supersonic inlet systems for advanced technology aircraft, and a user's technology assessment.« less

Second-Generation Large Civil Tiltrotor 7- by 10-Foot Wind Tunnel Test Data Report

NASA Technical Reports Server (NTRS)

Theodore, Colin R.; Russell, Carl R.; Willink, Gina C.; Pete, Ashley E.; Adibi, Sierra A.; Ewert, Adam; Theuns, Lieselotte; Beierle, Connor

2016-01-01

An approximately 6-percent scale model of the NASA Second-Generation Large Civil Tiltrotor (LCTR2) Aircraft was tested in the U.S. Army 7- by 10-Foot Wind Tunnel at NASA Ames Research Center January 4 to April 19, 2012, and September 18 to November 1, 2013. The full model was tested, along with modified versions in order to determine the effects of the wing tip extensions and nacelles; the wing was also tested separately in the various configurations. In both cases, the wing and nacelles used were adopted from the U.S. Army High Efficiency Tilt Rotor (HETR) aircraft, in order to limit the cost of the experiment. The full airframe was tested in high-speed cruise and low-speed hover flight conditions, while the wing was tested only in cruise conditions, with Reynolds numbers ranging from 0 to 1.4 million. In all cases, the external scale system of the wind tunnel was used to collect data. Both models were mounted to the scale using two support struts attached underneath the wing; the full airframe model also used a third strut attached at the tail. The collected data provides insight into the performance of the preliminary design of the LCTR2 and will be used for computational fluid dynamics (CFD) validation and the development of flight dynamics simulation models.

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Dryden Experimental Fabrication Shop's Andy Blua and Jeff Doughty make sure the new pylon for the X-38 fits precisely during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California in 1997. The 1,200-pound steel pylon, fabricated at Dryden, was an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the bomber. The X-38 was a designed as a technology demonstrator to help develop an emergency Crew Return Vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also 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.

High Bypass Ratio Jet Noise Reduction and Installation Effects Including Shielding Effectiveness

NASA Technical Reports Server (NTRS)

Thomas, Russell H.; Czech, Michael J.; Doty, Michael J.

2013-01-01

An experimental investigation was performed to study the propulsion airframe aeroacoustic installation effects of a separate flow jet nozzle with a Hybrid Wing Body aircraft configuration where the engine is installed above the wing. Prior understanding of the jet noise shielding effectiveness was extended to a bypass ratio ten application as a function of nozzle configuration, chevron type, axial spacing, and installation effects from additional airframe components. Chevron types included fan chevrons that are uniform circumferentially around the fan nozzle and T-fan type chevrons that are asymmetrical circumferentially. In isolated testing without a pylon, uniform chevrons compared to T-fan chevrons showed slightly more low frequency reduction offset by more high frequency increase. Phased array localization shows that at this bypass ratio chevrons still move peak jet noise source locations upstream but not to nearly the extent, as a function of frequency, as for lower bypass ratio jets. For baseline nozzles without chevrons, the basic pylon effect has been greatly reduced compared to that seen for lower bypass ratio jets. Compared to Tfan chevrons without a pylon, the combination with a standard pylon results in more high frequency noise increase and an overall higher noise level. Shielded by an airframe surface 2.17 fan diameters from nozzle to airframe trailing edge, the T-fan chevron nozzle can produce reductions in jet noise of as much as 8 dB at high frequencies and upstream angles. Noise reduction from shielding decreases with decreasing frequency and with increasing angle from the jet inlet. Beyond an angle of 130 degrees there is almost no noise reduction from shielding. Increasing chevron immersion more than what is already an aggressive design is not advantageous for noise reduction. The addition of airframe control surfaces, including vertical stabilizers and elevon deflection, showed only a small overall impact. Based on the test results, the best overall nozzle configuration design was selected for application to the N2A Hybrid Wing Body concept that will be the subject of the NASA Langley 14 by 22 Foot Subsonic Tunnel high fidelity aeroacoustic characterization experiment. The best overall nozzle selected includes T-fan type chevrons, uniform chevrons on the core nozzle, and no additional pylon of the type that created a strong acoustic effect at lower bypass ratios. The T-fan chevrons are oriented azimuthally away from the ground observer locations. This best overall nozzle compared to the baseline nozzle was assessed, at equal thrust, to produce sufficient installed noise reduction of the jet noise component to enable the N2A HWB to meet NASA s noise goal of 42 dB cumulative below Stage 4.

Thermal Management Design for the X-33 Lifting Body

NASA Technical Reports Server (NTRS)

Bouslog, S.; Mammano, J.; Strauss, B.

1998-01-01

The X-33 Advantage Technology Demonstrator offers a rare and exciting opportunity in Thermal Protection System development. The experimental program incorporates the latest design innovation in re-useable, low life cycle cost, and highly dependable Thermal Protection materials and constructions into both ground based and flight test vehicle validations. The unique attributes of the X-33 demonstrator for design application validation for the full scale Reusable Launch Vehicle, (RLV), are represented by both the configuration of the stand-off aeroshell, and the extreme exposures of sub-orbital hypersonic re-entry simulation. There are several challenges of producing a sub-orbital prototype demonstrator of Single Stage to Orbit/Reusable Launch Vehicle (SSTO/RLV) operations. An aggressive schedule with budgetary constraints precludes the opportunity for an extensive verification and qualification program of vehicle flight hardware. However, taking advantage of off the shelf components with proven technologies reduces some of the requirements for additional testing. The effects of scale on thermal heating rates must also be taken into account during trajectory design and analysis. Described in this document are the unique Thermal Protection System (TPS) design opportunities that are available with the lifting body configuration of the X-33. The two principal objectives for the TPS are to shield the primary airframe structure from excessive thermal loads and to provide an aerodynamic mold line surface. With the relatively benign aeroheating capability of the lifting body, an integrated stand-off aeroshell design with minimal weight and reduced procurement and operational costs is allowed. This paper summarizes the design objectives of the X-33 TPS, the flight test requirements driven configuration, and design benefits. Comparisons are made of the X-33 flight profiles and Space Shuttle Orbiter, and lifting body Reusable Launch Vehicle aerothermal environments. The X-33 TPS is based on a design to cost configuration concept. Only RLV critical technologies are verified to conform to cost and schedule restrictions. The one-off prototype vehicle configuration has evolved to minimize the tooling costs by reducing the number of unique components. Low cost approaches such as a composite/blanket leeward aeroshell and the use of Shuttle technology are implemented where applicable. The success of the X-33 will overcome the ballistic re-entry TPS mindset. The X-33 TPS is tailored to an aircraft type mission while maintaining sufficient operational margins. The flight test program for the X-33 will demonstrate that TPS for the RLV is not simply a surface insulation but rather an integrated aeroshell system.

Stability and control flight test results of the space transportation system's orbiter

NASA Technical Reports Server (NTRS)

Culp, M. A.; Cooke, D. R.

1982-01-01

Flight testing of the Space Shuttle Orbiter is in progress and current results of the post-flight aerodynamic analyses are discussed. The purpose of these analyses is to reduce the pre-flight aerodynamic uncertainties, thereby leading to operational certification of the Orbiter flight envelope relative to the integrated airframe and flight control system. Primary data reduction is accomplished with a well documented maximum likelihood system identification techniques.

Multidimensional Aptitude Battery-Second Edition Intelligence Testing of Remotely Piloted Aircraft Training Candidates Compared with Manned Airframe Training Candidates

DTIC Science & Technology

2015-03-01

assessing the general intelligence and neuropsychological aptitudes of USAF RPA pilot training candidates. Chappelle et al. obtained comprehensive...computer-based intelligence testing (Multidimensional Aptitude Battery-Second Edition [MAB-II]) and neuropsychological screening (MicroCog) on USAF MQ-1... schizophrenia , attention deficit hyperactivity disorder, and autism spectrum disorders) and not on very high functioning populations such as aviators

NASA Dryden technicians (Dave Dennis, Freddy Green and Jeff Doughty) position a support cylinder und

NASA Technical Reports Server (NTRS)

2002-01-01

NASA Dryden technicians (Dave Dennis, Freddy Green and Jeff Doughty) position a support cylinder under the right wing of the Active Aeroelastic Wing F/A-18 test aircraft prior to ground vibration tests. The cylinder contains an 'air bag' that allows vibrations induced by an electro-mechanical shaker device to propagate through the airframe as they would if the aircraft were flying.

Testing and Analysis of a Composite Non-Cylindrical Aircraft Fuselage Structure. Part 1; Ultimate Design Loads

NASA Technical Reports Server (NTRS)

Przekop, Adam; Jegley, Dawn C.; Lovejoy, Andrew E.; Rouse, Marshall; Wu, Hsi-Yung T.

2016-01-01

The Environmentally Responsible Aviation Project aimed to develop aircraft technologies enabling significant fuel burn and community noise reductions. Small incremental changes to the conventional metallic alloy-based 'tube and wing' configuration were not sufficient to achieve the desired metrics. One airframe concept identified by the project as having the potential to dramatically improve aircraft performance was a composite-based hybrid wing body configuration. Such a concept, however, presented inherent challenges stemming from, among other factors, the necessity to transfer wing loads through the entire center fuselage section which accommodates a pressurized cabin confined by flat or nearly flat panels. This paper discusses finite element analysis and testing of a large-scale hybrid wing body center section structure developed and constructed to demonstrate that the Pultruded Rod Stitched Efficient Unitized Structure concept can meet these challenging demands of the next generation airframes. Part I of the paper considers the five most critical load conditions, which are internal pressure only and positive and negative g-loads with and without internal pressure. Analysis results are compared with measurements acquired during testing. Performance of the test article is found to be closely aligned with predictions and, consequently, able to support the hybrid wing body design loads in pristine and barely visible impact damage conditions.

"Virtual Cockpit Window" for a Windowless Aerospacecraft

NASA Technical Reports Server (NTRS)

Abernathy, Michael F.

2003-01-01

A software system processes navigational and sensory information in real time to generate a three-dimensional-appearing image of the external environment for viewing by crewmembers of a windowless aerospacecraft. The design of the particular aerospacecraft (the X-38) is such that the addition of a real transparent cockpit window to the airframe would have resulted in unacceptably large increases in weight and cost. When exerting manual control, an aircrew needs to see terrain, obstructions, and other features around the aircraft in order to land safely. The X-38 is capable of automated landing, but even when this capability is utilized, the crew still needs to view the external environment: From the very beginning of the United States space program, crews have expressed profound dislike for windowless vehicles. The wellbeing of an aircrew is considerably promoted by a three-dimensional view of terrain and obstructions. The present software system was developed to satisfy the need for such a view. In conjunction with a computer and display equipment that weigh less than would a real transparent window, this software system thus provides a virtual cockpit window. The key problem in the development of this software system was to create a realistic three-dimensional perspective view that is updated in real time. The problem was solved by building upon a pre-existing commercial program LandForm C3 that combines the speed of flight-simulator software with the power of geographic-information-system software to generate real-time, three-dimensional-appearing displays of terrain and other features of flight environments. In the development of the present software, the pre-existing program was modified to enable it to utilize real-time information on the position and attitude of the aerospacecraft to generate a view of the external world as it would appear to a person looking out through a window in the aerospacecraft. The development included innovations in realistic horizon-limit modeling, three-dimensional stereographic display, and interfaces for utilization of data from inertial-navigation devices, Global Positioning System receivers, and laser rangefinders.

Finite Element Simulations of Two Vertical Drop Tests of F-28 Fuselage Sections

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Littell, Justin D.; Annett, Martin S.; Haskin, Ian M.

2018-01-01

In March 2017, a vertical drop test of a forward fuselage section of a Fokker F-28 MK4000 aircraft was conducted as part of a joint NASA/FAA project to investigate the performance of transport aircraft under realistic crash conditions. In June 2017, a vertical drop test was conducted of a wing-box fuselage section of the same aircraft. Both sections were configured with two rows of aircraft seats, in a triple-double configuration. A total of ten Anthropomorphic Test Devices (ATDs) were secured in seats using standard lap belt restraints. The forward fuselage section was also configured with luggage in the cargo hold. Both sections were outfitted with two hat racks, each with added ballast mass. The drop tests were performed at the Landing and Impact Research facility located at NASA Langley Research Center in Hampton, Virginia. The measured impact velocity for the forward fuselage section was 346.8-in/s onto soil. The wing-box section was dropped with a downward facing pitch angle onto a sloping soil surface in order to create an induced forward acceleration in the airframe. The vertical impact velocity of the wing-box section was 349.2-in/s. A second objective of this project was to assess the capabilities of finite element simulations to predict the test responses. Finite element models of both fuselage sections were developed for execution in LS-DYNA(Registered Trademark), a commercial explicit nonlinear transient dynamic code. The models contained accurate representations of the airframe structure, the hat racks and hat rack masses, the floor and seat tracks, the luggage in the cargo hold for the forward section, and the detailed under-floor structure in the wing-box section. Initially, concentrated masses were used to represent the inertial properties of the seats, restraints, and ATD occupants. However, later simulations were performed that included finite element representations of the seats, restraints, and ATD occupants. These models were developed to more accurately replicate the seat loading of the floor and to enable prediction of occupant impact responses. Models were executed to generate analytical predictions of airframe responses, which were compared with test data to validate the model. Comparisons of predicted and experimental structural deformation and failures were made. Finally, predicted and experimental soil deformation and crater depths were also compared for both drop test configurations.

Development and Utility of a Piloted Flight Simulator for Icing Effects Training

NASA Technical Reports Server (NTRS)

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

2003-01-01

A piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD), which uses low cost desktop components and a generic cockpit replication is being developed. The purpose of this device is to demonstrate the effectiveness of its use for training pilots to recognize and recover from aircraft handling anomalies that result from airframe ice formations. High-fidelity flight simulation models for various baseline (non-iced) and iced configurations were developed from wind tunnel tests of a subscale DeHavilland DHC-6 Twin Otter aircraft model. These simulation models were validated with flight test data from the NASA Twin Otter Icing Research Aircraft, which included the effects of ice on wing and tail stall characteristics. These simulation models are being implemented into an ICEFTD that will provide representative aircraft characteristics due to airframe icing. Scenario-based exercises are being constructed to give an operational-flavor to the simulation. Training pilots will learn to recognize iced aircraft characteristics from the baseline, and will practice and apply appropriate recovery procedures to a handling event.

Historical review of tactical missile airframe developments

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1992-01-01

A comprehensive development history of missile airframe aerodynamics is presented, encompassing ground-, ground vehicle-, ship-, and air-launched categories of all ranges short of strategic. Emphasis is placed on the swift acceleration of missile configuration aerodynamics by German researchers in the course of the Second World War and by U.S. research establishments thereafter, often on the foundations laid by German workers. Examples are given of foundational airframe design criteria established by systematic researches undertaken in the 1950s, regarding L/D ratios, normal force and pitching moment characteristics, minimum drag forebodies and afterbodies, and canard and delta winged configuration aerodynamics.

Propeller propulsion system integration: State of technology survey

NASA Technical Reports Server (NTRS)

Miley, S. J.; Vonlavante, E.

1985-01-01

A literature survey was performed to identify and review technical material applicable to the problem area of propeller propulsion system integration. The survey covered only aerodynamic interference aspects of the problem, and was restricted primarily to propeller effects on the airframe. The subject of airframe aerodynamic interference on the propeller was limited to the problem of vibration due to nonuniform inflow. The problem of airframe effects on propeller performance was not included. A total of 1121 references are given. The references are grouped into the subject areas of Aircraft Stability, Propulsive Efficiency, Aerodynamic Interference, Aerodynamic Interference-Propeller Vibration, and Miscellaneous.

A comparative study of multivariable robustness analysis methods as applied to integrated flight and propulsion control

NASA Technical Reports Server (NTRS)

Schierman, John D.; Lovell, T. A.; Schmidt, David K.

1993-01-01

Three multivariable robustness analysis methods are compared and contrasted. The focus of the analysis is on system stability and performance robustness to uncertainty in the coupling dynamics between two interacting subsystems. Of particular interest is interacting airframe and engine subsystems, and an example airframe/engine vehicle configuration is utilized in the demonstration of these approaches. The singular value (SV) and structured singular value (SSV) analysis methods are compared to a method especially well suited for analysis of robustness to uncertainties in subsystem interactions. This approach is referred to here as the interacting subsystem (IS) analysis method. This method has been used previously to analyze airframe/engine systems, emphasizing the study of stability robustness. However, performance robustness is also investigated here, and a new measure of allowable uncertainty for acceptable performance robustness is introduced. The IS methodology does not require plant uncertainty models to measure the robustness of the system, and is shown to yield valuable information regarding the effects of subsystem interactions. In contrast, the SV and SSV methods allow for the evaluation of the robustness of the system to particular models of uncertainty, and do not directly indicate how the airframe (engine) subsystem interacts with the engine (airframe) subsystem.

Hydrodynamic impact of a system with a single elastic mode I : theory and generalized solution with an application to an elastic airframe

NASA Technical Reports Server (NTRS)

Mayo, Wilbur L

1952-01-01

Solutions of impact of a rigid prismatic float connected by a massless spring to a rigid upper mass are presented. The solutions are based on hydrodynamic theory which has been experimentally confirmed for a rigid structure. Equations are given for defining the spring constant and the ratio of the sprung mass to the lower mass so that the two-mass system provides representation of the fundamental mode of an airplane wing. The forces calculated are more accurate than the forces which would be predicted for a rigid airframe since the effect of the fundamental mode on the hydrodynamic force is taken into account. In a comparison of the theoretical data with data for a severe flight-test landing impact, the effect of the fundamental mode on the hydrodynamic force is considered and response data are compared with experimental data.

Developing and utilizing an Euler computational method for predicting the airframe/propulsion effects for an aft-mounted turboprop transport. Volume 1: Theory document

NASA Technical Reports Server (NTRS)

Chen, H. C.; Yu, N. Y.

1991-01-01

An Euler flow solver was developed for predicting the airframe/propulsion integration effects for an aft-mounted turboprop transport. This solver employs a highly efficient multigrid scheme, with a successive mesh-refinement procedure to accelerate the convergence of the solution. A new dissipation model was also implemented to render solutions that are grid insensitive. The propeller power effects are simulated by the actuator disk concept. An embedded flow solution method was developed for predicting the detailed flow characteristics in the local vicinity of an aft-mounted propfan engine in the presence of a flow field induced by a complete aircraft. Results from test case analysis are presented. A user's guide for execution of computer programs, including format of various input files, sample job decks, and sample input files, is provided in an accompanying volume.

Further Investigations of Control Surface Seals for the X-38 Re-Entry Vehicle

NASA Technical Reports Server (NTRS)

Dunlap, Patrick H., Jr.; Steinetz, Bruce M.; Curry, Donald M.; Newquist, Charles W.; Verzemnieks, Juris

2001-01-01

NASA is currently developing the X-38 vehicle that will be used to demonstrate the technologies required for a potential crew return vehicle (CRV) for the International Space Station. This vehicle would serve both as an ambulance for medical emergencies and as an evacuation vehicle for the Space Station. Control surfaces on the X-38 (body flaps and rudder/fin assemblies) require high temperature seals to limit hot gas ingestion and transfer of heat to underlying low-temperature structures to prevent over-temperature of these structures and possible loss of the vehicle. NASAs Johnson Space Center (JSC) and Glenn Research Center (GRC) are working together to develop and evaluate seals for these control surfaces. This paper presents results for compression. flow, scrub, and arc jet tests conducted on the baseline X-38 rudder/fin seal design. Room temperature seal compression tests were performed at low compression levels to determine load versus linear compression, preload. contact area, stiffness. and resiliency characteristics under low load conditions. For all compression levels that were tested, unit loads and contact pressures for the seals were below the 5 lb/in. and 10 psi limits required to limit the loads on the adjoining Shuttle thermal tiles that the seals will contact. Flow rates through an unloaded (i.e. 0% compression) double arrangement were twice those of a double seal compressed to the 20% design compression level. The seals survived an ambient temperature 1000 cycle scrub test over relatively rough Shuttle tile surfaces. The seals were able to disengage and re-engage the edges of the rub surface tiles while being scrubbed over them. Arc jet tests were performed to experimentally determine anticipated seal temperatures for representative flow boundary conditions (pressures and temperatures) under simulated vehicle re-entry conditions. Installation of a single seat in the gap of the test fixture caused a large temperature drop (1710 F) across the seal location as compared to an open gap condition (140 F) confirming the need for seals in the rudder/fin gap location. The seal acted as an effective thermal barrier limiting heat convection through the seal gap and minimizing temperature increases downstream of the seal during maximum heating conditions.

Steady State Thermal Analyses of SCEPTOR X-57 Wingtip Propulsion

NASA Technical Reports Server (NTRS)

Schnulo, Sydney L.; Chin, Jeffrey C.; Smith, Andrew D.; Dubois, Arthur

2017-01-01

Electric aircraft concepts enable advanced propulsion airframe integration approaches that promise increased efficiency as well as reduced emissions and noise. NASA's fully electric Maxwell X-57, developed under the SCEPTOR program, features distributed propulsion across a high aspect ratio wing. There are 14 propulsors in all: 12 high lift motor that are only active during take off and climb, and 2 larger motors positioned on the wingtips that operate over the entire mission. The power electronics involved in the wingtip propulsion are temperature sensitive and therefore require thermal management. This work focuses on the high and low fidelity heat transfer analysis methods performed to ensure that the wingtip motor inverters do not reach their temperature limits. It also explores different geometry configurations involved in the X-57 development and any thermal concerns. All analyses presented are performed at steady state under stressful operating conditions, therefore predicting temperatures which are considered the worst-case scenario to remain conservative.

Development of airframe design technology for crashworthiness.

NASA Technical Reports Server (NTRS)

Kruszewski, E. T.; Thomson, R. G.

1973-01-01

This paper describes the NASA portion of a joint FAA-NASA General Aviation Crashworthiness Program leading to the development of improved crashworthiness design technology. The objectives of the program are to develop analytical technology for predicting crashworthiness of structures, provide design improvements, and perform full-scale crash tests. The analytical techniques which are being developed both in-house and under contract are described, and typical results from these analytical programs are shown. In addition, the full-scale testing facility and test program are discussed.

Development Of Maneuvering Autopilot For Flight Tests

NASA Technical Reports Server (NTRS)

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

1992-01-01

Report describes recent efforts to develop automatic control system operating under supervision of pilot and making airplane follow prescribed trajectories during flight tests. Report represents additional progress on this project. Gives background information on technology of control of test-flight trajectories; presents mathematical models of airframe, engine and command-augmentation system; focuses on mathematical modeling of maneuvers; addresses design of autopilots for maneuvers; discusses numerical simulation and evaluation of results of simulation of eight maneuvers under control of simulated autopilot; and presents summary and discussion of future work.

Elasto-Plastic 3D Finite Element Contact Analysis of a Hole Containing a Circular Insert in a Fatigue Test Coupon

DTIC Science & Technology

2015-08-01

primarily concerned with the results of a three-dimensional elasto– plastic finite element contact analysis of a typical aluminium fatigue test coupon...determine the nonlinear three-dimensional elasto–plastic contact stress distributions around a circular hole in an aluminium plate that is fitted...Australian Air Force (RAAF) airframes. An aluminium -alloy fatigue test coupon (see Figure 1) has been designed and applied in support of the validation of

Performance Characterization of a Microchannel Liquid/Liquid Heat Exchanger Throughout an Extended Duration Life Test

NASA Technical Reports Server (NTRS)

Sheth, Rubik B.; Stephan, Ryan A.; Hawkins-Reynolds Ebony

2011-01-01

Liquid/Liquid Heat Exchangers (L/L HX) are an integral portion of any spacecraft active thermal control system. For this study the X-38 L/L HX was used as a baseline. As detailed in a previous ICES manuscript, NASA paired with Pacific Northwest National Laboratory to develop a Microchannel L/L HX (MHX). This microchannel HX was designed to meet the same performance characteristics as the aforementioned X-38 HX. The as designed Microchannel HX has a 26% and 60% reduction in mass and volume, respectively. Due to the inherently smaller flow passages the design team was concerned about fouling affecting performance during extended missions. To address this concern, NASA has developed a test stand and is currently performing an 18 month life test on the MHX. This report will detail the up-to-date performance of the MHX during life testing.

Manufacturing and NDE of Large Composite Structures for Space Transportation at MSFC

NASA Technical Reports Server (NTRS)

McGill, Preston; Russell, Sam

2000-01-01

This paper presents the Marshall Space Flight Center's (MSFC's) vision to manufacture, increase safety and reduce the cost of launch vehicles. Nondestructive evaluations of large composite structures are tested for space transportation at MSFC. The topics include: 1) 6 1/2 Generations of Airplanes in a Century; 2) Shuttle Safety Upgrades; 3) Generations of Reusable Launch Vehicles; 4) RLV Technology Demonstration Path; 5) Second Generation; 6) Key NASA Requirements; 7) X-33 Elements; 8) Future-X Pathfinder Projects and Experiments; 9) Focus Area Technical Goals; 10) X-34 Expanded View; 11) X-38 Spacecraft with De-Orbit Propulsion Stage (DPS); 12) Deorbit Module (DM) Critical Design Review (CDR) Design; 13) Forward Structural Adapter (FSA) CDR Design; 14) X-38 DPS CDR Design; 15) RLV Focused Propulsion Technologies; and 16) Challenges in Technology. This paper is presented in viewgraph form.

76 FR 76066 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-12-06

... Sutherland, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601...: james.sutherland@faa.gov . SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written... about this AD, contact James Sutherland, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle...

76 FR 77937 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-12-15

... Sutherland, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office (ACO...: James.Sutherland@faa.gov . SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written... Information (1) For more information about this AD, contact James Sutherland, Aerospace Engineer, Airframe...

77 FR 32889 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-04

...., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: James Sutherland, Aerospace Engineer, Airframe Branch... 98057-3356; phone: 425- 917-6533; fax: 425-917-6590; email: James.Sutherland@faa.gov . SUPPLEMENTARY... more information about this AD, contact James Sutherland, Aerospace Engineer, Airframe Branch, ANM-120S...

77 FR 42962 - Airworthiness Directives; The Boeing Company Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-23

... INFORMATION CONTACT: James Sutherland, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft...-6590; email: James.Sutherland@faa.gov . SUPPLEMENTARY INFORMATION: Discussion We issued a notice of... this AD, contact James Sutherland, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft...

The Prediction of Noise Due to Jet Turbulence Convecting Past Flight Vehicle Trailing Edges

NASA Technical Reports Server (NTRS)

Miller, Steven A. E.

2014-01-01

High intensity acoustic radiation occurs when turbulence convects past airframe trailing edges. A mathematical model is developed to predict this acoustic radiation. The model is dependent on the local flow and turbulent statistics above the trailing edge of the flight vehicle airframe. These quantities are dependent on the jet and flight vehicle Mach numbers and jet temperature. A term in the model approximates the turbulent statistics of single-stream heated jet flows and is developed based upon measurement. The developed model is valid for a wide range of jet Mach numbers, jet temperature ratios, and flight vehicle Mach numbers. The model predicts traditional trailing edge noise if the jet is not interacting with the airframe. Predictions of mean-flow quantities and the cross-spectrum of static pressure near the airframe trailing edge are compared with measurement. Finally, predictions of acoustic intensity are compared with measurement and the model is shown to accurately capture the phenomenon.

Ergonomic Worksite Analysis of an Army Dental Clinic

DTIC Science & Technology

1992-08-01

conducted in which duration of hand grip used (power, pinch, retraction, other) and wrist position (ulnar deviation, radial deviation, neutral...DIAGNOSTIC TESTS percent n Nerve Conduction Study 61 11 X-ray of the wrist or hand 38 7 Grip and/or pinch strength 38 7 Dexterity Testing 33 6 Bone Scan 22 4... hand /wrist symptoms. Back and shoulder pain was reported by 53% of the respondents. Psychosocial factors as well as physical risk factors were found to

Microstructural and Mechanical Characterization of Shear Formed Aluminum Alloys for Airframe and Space Applications

NASA Technical Reports Server (NTRS)

Troeger, L. P.; Domack, M. S.; Wagner, J. A.

1998-01-01

Advanced manufacturing processes such as near-net-shape forming can reduce production costs and increase the reliability of launch vehicle and airframe structural components through the reduction of material scrap and part count and the minimization of joints. The current research is an investigation of the processing-microstructure-property relationship for shear formed cylinders of the Al-Cu-Li-Mg-Ag alloy 2195 for space applications and the Al-Cu-Mg-Ag alloy C415 for airframe applications. Cylinders which have undergone various amounts of shear-forming strain have been studied to assess the microstructure and mechanical properties developed during and after shear forming.

Cytotoxic effects in 3T3-L1 mouse and WI-38 human fibroblasts following 72 hour and 7 day exposures to commercial silica nanoparticles

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

Stępnik, Maciej, E-mail: mstep@imp.lodz.pl; Arkusz, Joanna; Smok-Pieniążek, Anna

The potential toxic effects in murine (3T3-L1) and human (WI-38) fibroblast cell lines of commercially available silica nanoparticles (NPs), Ludox CL (nominal size 21 nm) and CL-X (nominal size of 30 nm) were investigated with particular attention to the effect over long exposure times (the tests were run after 72 h exposure up to 7 days). These two formulations differed in physico-chemical properties and showed different stabilities in the cell culture medium used for the experiments. Ludox CL silica NPs were found to be cytotoxic only at the higher concentrations to the WI-38 cells (WST-1 and LDH assays) but notmore » to the 3T3-L1 cells, whereas the Ludox CL-X silica NPs, which were less stable over the 72 h exposure, were cytotoxic to both cell lines in both assays. In the clonogenic assay both silica NPs induced a concentration dependent decrease in the surviving fraction of 3T3-L1 cells, with the Ludox CL-X silica NPs being more cytotoxic. Cell cycle analysis showed a trend indicating alterations in both cell lines at different phases with both silica NPs tested. Buthionine sulfoximine (γ-glutamylcysteine synthetase inhibitor) combined with Ludox CL-X was found to induce a strong decrease in 3T3-L1 cell viability which was not observed for the WI-38 cell line. This study clearly indicates that longer exposure studies may give important insights on the impact of nanomaterials on cells. However, and especially when investigating nanoparticle effects after such long exposure, it is fundamental to include a detailed physico-chemical characterization of the nanoparticles and their dispersions over the time scale of the experiment, in order to be able to interpret eventual impacts on cells. -- Highlights: ► Ludox CL silica NPs are cytotoxic to WI-38 fibroblasts but not to 3T3-L1 fibroblasts. ► Ludox CL-X silica NPs are cytotoxic to both cell lines. ► In clonogenic assay both silica NPs induce cytotoxicity, higher for CL-X silica. ► Cell cycle analysis shows alterations in both cell lines with both silica NP tested. ► Buthionine sulfoximine enhances cytotoxicity of Ludox CL-X in 3T3-L1 cells.« less

The X-38 V-201 Fin Fold Actuation Mechanism

NASA Technical Reports Server (NTRS)

Lupo, Christian; Robertson, Brandan; Gafka, George

2004-01-01

The X-38 Vehicle 201 (V-201) is a space flight prototype lifting body vehicle that was designed to launch to orbit in the Space Shuttle orbiter payload bay. Although the project was cancelled in May 2003, many of the systems were nearly complete. This paper will describe the fin folding actuation mechanism flight subsystems and development units as well as lessons learned in the design, assembly, development testing, and qualification testing. The two vertical tail fins must be stowed (folded inboard) to allow the orbiter payload bay doors to close. The fin folding actuation mechanism is a remotely or extravehicular activity (EVA) actuated single fault tolerant system consisting of seven subsystems capable of repeatedly deploying or stowing the fins.

Establishment of a Remotely Piloted Helicopter Test Flight Program for Higher Harmonic Control Research

DTIC Science & Technology

1990-06-01

amplitude of the l IC actuators are set manually with no feedback of airframe response. Closed loop contrl refers to a system which utilizes response...mixture being controlled by the all position diaphragm carburetor and fuel pump . Ignition spark is ac-.cvd using " OX I mm spark plg. 28 b. Drive

Environmentally Responsible Aviation Project: Infrastructure Enhancements and New Capabilities

NASA Technical Reports Server (NTRS)

Bezos-OConnor, Gaudy M.

2015-01-01

This oral presentation highlights the technical investments the NASA Environmentally Responsible Aviation Project under the Integrated Systems Research Program within ARMD made during FY10-FY14 to upgrade/enhance the NASA infrastructure/testing assets and new capabilities required to mature the ERA N=2 Portfolio of airframe and propulsion technologies to TRL 5/6.

14 CFR 65.73 - Ratings.

Code of Federal Regulations, 2011 CFR

2011-01-01

... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.73 Ratings. (a) The following ratings are issued under this subpart: (1) Airframe. (2) Powerplant. (b) A mechanic certificate with an aircraft or... mechanic certificate with an airframe or powerplant rating, or both, as the case may be, and may be...

14 CFR 65.73 - Ratings.

Code of Federal Regulations, 2010 CFR

2010-01-01

... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.73 Ratings. (a) The following ratings are issued under this subpart: (1) Airframe. (2) Powerplant. (b) A mechanic certificate with an aircraft or... mechanic certificate with an airframe or powerplant rating, or both, as the case may be, and may be...

14 CFR 65.73 - Ratings.

Code of Federal Regulations, 2012 CFR

2012-01-01

... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.73 Ratings. (a) The following ratings are issued under this subpart: (1) Airframe. (2) Powerplant. (b) A mechanic certificate with an aircraft or... mechanic certificate with an airframe or powerplant rating, or both, as the case may be, and may be...

14 CFR 65.73 - Ratings.

Code of Federal Regulations, 2013 CFR

2013-01-01

... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.73 Ratings. (a) The following ratings are issued under this subpart: (1) Airframe. (2) Powerplant. (b) A mechanic certificate with an aircraft or... mechanic certificate with an airframe or powerplant rating, or both, as the case may be, and may be...

14 CFR 65.73 - Ratings.

Code of Federal Regulations, 2014 CFR

2014-01-01

... CERTIFICATION: AIRMEN OTHER THAN FLIGHT CREWMEMBERS Mechanics § 65.73 Ratings. (a) The following ratings are issued under this subpart: (1) Airframe. (2) Powerplant. (b) A mechanic certificate with an aircraft or... mechanic certificate with an airframe or powerplant rating, or both, as the case may be, and may be...

14 CFR 145.61 - Limited ratings.

Code of Federal Regulations, 2013 CFR

2013-01-01

... of airframe, powerplant, propeller, radio, instrument, or accessory, or part thereof, or performs... station ratings. Such a rating may be limited to a specific model aircraft, engine, or constituent part...— (1) Airframes of a particular make and model; (2) Engines of a particular make and model; (3...

Airframe technology for aircraft energy efficiency. [economic factors

NASA Technical Reports Server (NTRS)

James, R. L., Jr.; Maddalon, D. V.

1984-01-01

The economic factors that resulted in the implementation of the aircraft energy efficiency program (ACEE) are reviewed and airframe technology elements including content, progress, applications, and future direction are discussed. The program includes the development of laminar flow systems, advanced aerodynamics, active controls, and composite structures.

Impact Testing and Simulation of a Sinusoid Foam Sandwich Energy Absorber

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L; Littell, Justin D.

2015-01-01

A sinusoidal-shaped foam sandwich energy absorber was developed and evaluated at NASA Langley Research Center through multi-level testing and simulation performed under the Transport Rotorcraft Airframe Crash Testbed (TRACT) research project. The energy absorber, designated the "sinusoid," consisted of hybrid carbon- Kevlar® plain weave fabric face sheets, two layers for each face sheet oriented at +/-45deg with respect to the vertical or crush direction, and a closed-cell ELFOAM(TradeMark) P200 polyisocyanurate (2.0-lb/ft3) foam core. The design goal for the energy absorber was to achieve an average floor-level acceleration of between 25- and 40-g during the full-scale crash test of a retrofitted CH-46E helicopter airframe, designated TRACT 2. Variations in the design were assessed through quasi-static and dynamic crush testing of component specimens. Once the design was finalized, a 5-ft-long subfloor beam was fabricated and retrofitted into a barrel section of a CH-46E helicopter. A vertical drop test of the barrel section was conducted onto concrete to evaluate the performance of the energy absorber prior to retrofit into TRACT 2. Finite element models were developed of all test articles and simulations were performed using LSDYNA ®, a commercial nonlinear explicit transient dynamic finite element code. Test analysis results are presented for the sinusoid foam sandwich energy absorber as comparisons of load-displacement and acceleration-time-history responses, as well as predicted and experimental structural deformations and progressive damage for each evaluation level (component testing through barrel section drop testing).

Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018 to 2020 Period

NASA Technical Reports Server (NTRS)

Morgenstern, John; Norstrud, Nicole; Sokhey, Jack; Martens, Steve; Alonso, Juan J.

2013-01-01

Lockheed Martin Aeronautics Company (LM), working in conjunction with General Electric Global Research (GE GR), Rolls-Royce Liberty Works (RRLW), and Stanford University, herein presents results from the "N+2 Supersonic Validations" contract s initial 22 month phase, addressing the NASA solicitation "Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018 to 2020 Period." This report version adds documentation of an additional three month low boom test task. The key technical objective of this effort was to validate integrated airframe and propulsion technologies and design methodologies. These capabilities aspired to produce a viable supersonic vehicle design with environmental and performance characteristics. Supersonic testing of both airframe and propulsion technologies (including LM3: 97-023 low boom testing and April-June nozzle acoustic testing) verified LM s supersonic low-boom design methodologies and both GE and RRLW's nozzle technologies for future implementation. The N+2 program is aligned with NASA s Supersonic Project and is focused on providing system-level solutions capable of overcoming the environmental and performance/efficiency barriers to practical supersonic flight. NASA proposed "Initial Environmental Targets and Performance Goals for Future Supersonic Civil Aircraft". The LM N+2 studies are built upon LM s prior N+3 100 passenger design studies. The LM N+2 program addresses low boom design and methodology validations with wind tunnel testing, performance and efficiency goals with system level analysis, and low noise validations with two nozzle (GE and RRLW) acoustic tests.

Hot gas ingestion test results of a two-poster vectored thrust concept with flow visualization in the NASA Lewis 9- by 15-foot low speed wind tunnel

NASA Technical Reports Server (NTRS)

Johns, Albert L.; Neiner, George; Bencic, Timothy J.; Flood, Joseph D.; Amuedo, Kurt C.

1990-01-01

A 9.2 percent scale STOVL hot gas ingestion model was tested in the NASA Lewis 9 x 15-foot Low-Speed Wind Tunnel. Flow visualization from the Phase 1 test program, which evaluated the hot ingestion phenomena and control techniques, is covered. The Phase 2 test program evaluated the hot gas ingestion phenomena at higher temperatures and used a laser sheet to investigate the flow field. Hot gas ingestion levels were measured for the several forward nozzle splay configurations and with flow control/life improvement devices (LIDs) which reduced the hot gas ingestion. The test was conducted at full scale nozzle pressure ratios and inlet Mach numbers. Results are presented over a range of nozzle pressure ratios at a 10 kn headwind velocity. The Phase 2 program was conducted at exhaust nozzle temperatures up to 1460 R and utilized a sheet laser system for flow visualization of the model flow field in and out of ground effects. The results reported are for nozzle exhaust temperatures up to 1160 R and contain the compressor face pressure and temperature distortions, the total pressure recovery, the inlet temperature rise, and the environmental effects of the hot gas. The environmental effects include the ground plane contours, the model airframe heating, and the location of the ground flow separation.

75 FR 47197 - Airworthiness Directives; Schweizer Aircraft Corporation (Schweizer) Model 269D Helicopters

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-05

..., Aviation Safety Engineer, FAA, New York Aircraft Certification Office, Airframe and Propulsion Branch, 1600..., Aerospace Engineer, Aviation Safety Engineer, FAA, New York Aircraft Certification Office, Airframe and Propulsion Branch, 1600 Stewart Ave., suite 410, Westbury, New York 11590, telephone (516) 228-7304, fax (516...

Design of a convective cooling system for a Mach 6 hypersonic transport airframe

NASA Technical Reports Server (NTRS)

Helenbrook, R. G.; Anthony, F. M.

1971-01-01

Results of analytical and design studies are presented for a water-glycol convective cooling system for the airframe structure of a hypersonic transport. System configurations and weights are compared. The influences of system pressure drop and flow control schedules on system weight are defined.

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2014 CFR

2014-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2011 CFR

2011-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

14 CFR 121.380 - Maintenance recording requirements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... section, the total time in service of each engine and propeller. (iii) The current status of life-limited parts of each airframe, engine, propeller, and appliance. (iv) The time since last overhaul of all items... required. (vii) A list of current major alterations to each airframe, engine, propeller, and appliance. (b...

14 CFR 121.380 - Maintenance recording requirements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... section, the total time in service of each engine and propeller. (iii) The current status of life-limited parts of each airframe, engine, propeller, and appliance. (iv) The time since last overhaul of all items... required. (vii) A list of current major alterations to each airframe, engine, propeller, and appliance. (b...

14 CFR 121.380 - Maintenance recording requirements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... section, the total time in service of each engine and propeller. (iii) The current status of life-limited parts of each airframe, engine, propeller, and appliance. (iv) The time since last overhaul of all items... required. (vii) A list of current major alterations to each airframe, engine, propeller, and appliance. (b...

14 CFR 121.380 - Maintenance recording requirements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... section, the total time in service of each engine and propeller. (iii) The current status of life-limited parts of each airframe, engine, propeller, and appliance. (iv) The time since last overhaul of all items... required. (vii) A list of current major alterations to each airframe, engine, propeller, and appliance. (b...

14 CFR 121.380 - Maintenance recording requirements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... section, the total time in service of each engine and propeller. (iii) The current status of life-limited parts of each airframe, engine, propeller, and appliance. (iv) The time since last overhaul of all items... required. (vii) A list of current major alterations to each airframe, engine, propeller, and appliance. (b...

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2010 CFR

2010-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2012 CFR

2012-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

Battery/Ultracapacitor Evaluation for X-38 Crew Return Vehicle (CRV)

NASA Technical Reports Server (NTRS)

Darcy, Eric; Strangways, Bradley

1999-01-01

This presentation reported on the evaluation of the battery/ultracapacitor for the crew return vehicle (CRV). The CRV, as part of the international space station (ISS) planning, will be available to return to earth an ill or injured crew person, or if the ISS becomes unsafe, and the shuttle is not available. The requirements of the X-38 CRV are reviewed, and in light of the power requirements, the battery's required performance is reviewed. The ultracapacitor bank, and its test method is described. The test results are reviewed. A picture of the test set up is displayed showing the ultracapacitor bank and the NiMH battery. The presentation continues by reviewing tests of 5 available trade high power cell designs: (1) Hawker lead acid, (2) Bolder lead acid, (3) Energizer NiMH, (4) Sanyo NiCd, and (5) Energizer NiCd. The test methods and results are reviewed. There is also a review of the issues concerning lead acid batteries and conclusions.

The effect of forward speed on J85 engine noise from suppressor nozzles as measured in the NASA-Ames 40- by 80-foot wind tunnel

NASA Technical Reports Server (NTRS)

Atencio, A., Jr.

1977-01-01

An investigation to determine the effect of forward speed on the exhaust noise from a conical ejector nozzle and three suppressor nozzles mounted behind a J85 engine was performed in a 40- by 80-foot wind tunnel. The nozzles were tested at three engine power settings and at wind tunnel forward speeds up to 91 m/sec (300 ft/sec). In addition, outdoor static tests were conducted to determine (1) the differences between near field and far field measurements, (2) the effect of an airframe on the far field directivity of each nozzle, and (3) the relative suppression of each nozzle with respect to the baseline conical ejector nozzle. It was found that corrections to near field data are necessary to extrapolate to far field data and that the presence of the airframe changed the far field directivity as measured statically. The results show that the effect of forward speed was to reduce the noise from each nozzle more in the area of peak noise, but the change in forward quadrant noise was small or negligible. A comparison of wind tunnel data with available flight test data shows good agreement.

X-43 Hypersonic Vehicle Technology Development

NASA Technical Reports Server (NTRS)

Voland, Randall T.; Huebner, Lawrence D.; McClinton, Charles R.

2005-01-01

NASA recently completed two major programs in Hypersonics: Hyper-X, with the record-breaking flights of the X-43A, and the Next Generation Launch Technology (NGLT) Program. The X-43A flights, the culmination of the Hyper-X Program, were the first-ever examples of a scramjet engine propelling a hypersonic vehicle and provided unique, convincing, detailed flight data required to validate the design tools needed for design and development of future operational hypersonic airbreathing vehicles. Concurrent with Hyper-X, NASA's NGLT Program focused on technologies needed for future revolutionary launch vehicles. The NGLT was "competed" by NASA in response to the President s redirection of the agency to space exploration, after making significant progress towards maturing technologies required to enable airbreathing hypersonic launch vehicles. NGLT quantified the benefits, identified technology needs, developed airframe and propulsion technology, chartered a broad University base, and developed detailed plans to mature and validate hypersonic airbreathing technology for space access. NASA is currently in the process of defining plans for a new Hypersonic Technology Program. Details of that plan are not currently available. This paper highlights results from the successful Mach 7 and 10 flights of the X-43A, and the current state of hypersonic technology.

A History of Full-Scale Aircraft and Rotorcraft Crash Testing and Simulation at NASA Langley Research Center

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Boitnott, Richard L.; Fasanella, Edwin L.; Jones, Lisa E.; Lyle, Karen H.

2004-01-01

This paper summarizes 2-1/2 decades of full-scale aircraft and rotorcraft crash testing performed at the Impact Dynamics Research Facility (IDRF) located at NASA Langley Research Center in Hampton, Virginia. The IDRF is a 240-ft.-high steel gantry that was built originally as a lunar landing simulator facility in the early 1960's. It was converted into a full-scale crash test facility for light aircraft and rotorcraft in the early 1970 s. Since the first full-scale crash test was preformed in February 1974, the IDRF has been used to conduct: 41 full-scale crash tests of General Aviation (GA) aircraft including landmark studies to establish baseline crash performance data for metallic and composite GA aircraft; 11 full-scale crash tests of helicopters including crash qualification tests of the Bell and Sikorsky Advanced Composite Airframe Program (ACAP) prototypes; 48 Wire Strike Protection System (WSPS) qualification tests of Army helicopters; 3 vertical drop tests of Boeing 707 transport aircraft fuselage sections; and, 60+ crash tests of the F-111 crew escape module. For some of these tests, nonlinear transient dynamic codes were utilized to simulate the impact response of the airframe. These simulations were performed to evaluate the capabilities of the analytical tools, as well as to validate the models through test-analysis correlation. In September 2003, NASA Langley closed the IDRF facility and plans are underway to demolish it in 2007. Consequently, it is important to document the contributions made to improve the crashworthiness of light aircraft and rotorcraft achieved through full-scale crash testing and simulation at the IDRF.

Final Environmental Assessment for the Integration and Developmental Testing of High Power Microwave Systems at Edwards Air Force Base

DTIC Science & Technology

2006-10-16

spawning sites, feeding sites, 20 seasonal wetlands or drylands, water quality or quantity, host species or plant pollinators , geological 21...rufus]). 12 These areas also contain relatively large areas of sensitive plants . 13 3.9.2.9 Significant Ecological Areas found within the R-2515 and...for complete aircraft, avionics systems, and integrated 21 airframe weapons support. Thus, HPM testing would continue the evolution of the primary

Measurement Uncertainty Within the Uniform Engine Test Programme

DTIC Science & Technology

1989-05-01

Design to Cost and l.ifc (.cle Cost to Aircraft Engines AGARD LS 107 (May 1980) Microcomputer Applications in Power and Propulsion Systems AGARD LS...Flows in Propulsion Systems AGARD LS 140 (June 1985) Engine Airframe Integration for Rotorcraft AGARD LS 148 (June 1986) Design Methods Used in Solid...modest nero-thermodynamic design was of no consequence. Two engines were loaned to the proeram by the U.S. Air Force. Due to higher priority test workload

Did Vertigo Kill America's Forgotten Astronaut?

NASA Technical Reports Server (NTRS)

Bendrick, Gregg A.; Merlin, Peter W.

2007-01-01

On November 15, 1967, U.S. Air Force test pilot Major Michael J. Adams was killed while flying the X-15 rocket-propelled research vehicle in a parabolic spaceflight profile. This flight was part of a joint effort with NASA. An electrical short in one of the experiments aboard the vehicle caused electrical transients, resulting in excessive workload by the pilot. At altitude Major Adams inappropriately initiated a flat spin that led to a series of unusual aircraft attitudes upon atmospheric re-entry, ultimately causing structural failure of the airframe. Major Adams was known to experience vertigo (i.e. spatial disorientation) while flying the X-15, but all X-15 pilots most likely experienced vertigo (i.e. somatogravic, or "Pitch-Up", illusion) as a normal physiologic response to the accelerative forces involved. Major Adams probably experienced vertigo to a greater degree than did others, since prior aeromedical testing for astronaut selection at Brooks AFB revealed that he had an unusually high degree of labyrinthine sensitivity. Subsequent analysis reveals that after engine burnout, and through the zenith of the flight profile, he likely experienced the oculoagravic ("Elevator") illusion. Nonetheless, painstaking investigation after the mishap revealed that spatial disorientation (Type II, Recognized) was NOT the cause, but rather, a contributing factor. The cause was in fact the misinterpretation of a dual-use flight instrument (i.e. Loss of Mode Awareness), resulting in confusion between yaw and roll indications, with subsequent flight control input that was inappropriate. Because of the altitude achieved on this flight, Major Adams was awarded Astronaut wings posthumously. Understanding the potential for spatial disorientation, particularly the oculoagravic illusion, associated with parabolic spaceflight profiles, and understanding the importance of maintaining mode awareness in the context of automated cockpit design, are two lessons that have direct application to the commercial space industry today.

Geometry Modeling and Adaptive Control of Air-Breathing Hypersonic Vehicles

NASA Astrophysics Data System (ADS)

Vick, Tyler Joseph

Air-breathing hypersonic vehicles have the potential to provide global reach and affordable access to space. Recent technological advancements have made scramjet-powered flight achievable, as evidenced by the successes of the X-43A and X-51A flight test programs over the last decade. Air-breathing hypersonic vehicles present unique modeling and control challenges in large part due to the fact that scramjet propulsion systems are highly integrated into the airframe, resulting in strongly coupled and often unstable dynamics. Additionally, the extreme flight conditions and inability to test fully integrated vehicle systems larger than X-51 before flight leads to inherent uncertainty in hypersonic flight. This thesis presents a means to design vehicle geometries, simulate vehicle dynamics, and develop and analyze control systems for hypersonic vehicles. First, a software tool for generating three-dimensional watertight vehicle surface meshes from simple design parameters is developed. These surface meshes are compatible with existing vehicle analysis tools, with which databases of aerodynamic and propulsive forces and moments can be constructed. A six-degree-of-freedom nonlinear dynamics simulation model which incorporates this data is presented. Inner-loop longitudinal and lateral control systems are designed and analyzed utilizing the simulation model. The first is an output feedback proportional-integral linear controller designed using linear quadratic regulator techniques. The second is a model reference adaptive controller (MRAC) which augments this baseline linear controller with an adaptive element. The performance and robustness of each controller are analyzed through simulated time responses to angle-of-attack and bank angle commands, while various uncertainties are introduced. The MRAC architecture enables the controller to adapt in a nonlinear fashion to deviations from the desired response, allowing for improved tracking performance, stability, and robustness.

X-38 Mounted on Pylon of B-52 Mothership

NASA Technical Reports Server (NTRS)

1997-01-01

A close-up view of the X-38 research vehicle mounted under the wing of the B-52 mothership prior to a 1997 test flight. The X-38, which was designed to help develop technology for an emergency crew return vehicle (CRV) for the International Space Station, is one of many research vehicles the B-52 has carried aloft over the past 40 years. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also 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.

Human and behavioral factors contributing to spine-based neurological cockpit injuries in pilots of high-performance aircraft: recommendations for management and prevention

NASA Technical Reports Server (NTRS)

Jones, J. A.; Hart, S. F.; Baskin, D. S.; Effenhauser, R.; Johnson, S. L.; Novas, M. A.; Jennings, R.; Davis, J.

2000-01-01

In high-performance aircraft, the need for total environmental awareness coupled with high-g loading (often with abrupt onset) creates a predilection for cervical spine injury while the pilot is performing routine movements within the cockpit. In this study, the prevalence and severity of cervical spine injury are assessed via a modified cross-sectional survey of pilots of multiple aircraft types (T-38 and F-14, F-16, and F/A-18 fighters). Ninety-five surveys were administered, with 58 full responses. Fifty percent of all pilots reported in-flight or immediate post-flight spine-based pain, and 90% of fighter pilots reported at least one event, most commonly (> 90%) occurring during high-g (> 5 g) turns of the aircraft with the head deviated from the anatomical neutral position. Pre-flight stretching was not associated with a statistically significant reduction in neck pain episodes in this evaluation, whereas a regular weight training program in the F/A-18 group approached a significant reduction (mean = 2.492; p < 0.064). Different cockpit ergonomics may vary the predisposition to cervical injury from airframe to airframe. Several strategies for prevention are possible from both an aircraft design and a preventive medicine standpoint. Countermeasure strategies against spine injury in pilots of high-performance aircraft require additional research, so that future aircraft will not be limited by the human in control.

Advanced general aviation comparative engine/airframe integration study

NASA Technical Reports Server (NTRS)

Huggins, G. L.; Ellis, D. R.

1981-01-01

The NASA Advanced Aviation Comparative Engine/Airframe Integration Study was initiated to help determine which of four promising concepts for new general aviation engines for the 1990's should be considered for further research funding. The engine concepts included rotary, diesel, spark ignition, and turboprop powerplants; a conventional state-of-the-art piston engine was used as a baseline for the comparison. Computer simulations of the performance of single and twin engine pressurized aircraft designs were used to determine how the various characteristics of each engine interacted in the design process. Comparisons were made of how each engine performed relative to the others when integrated into an airframe and required to fly a transportation mission.

Overview of mechanics of materials branch activities in the computational structures area

NASA Technical Reports Server (NTRS)

Poe, C. C., Jr.

1992-01-01

Base programs and system programs are discussed. The base programs include fundamental research of composites and metals for airframes leading to characterization of advanced materials, models of behavior, and methods for predicting damage tolerance. Results from the base programs support the systems programs, which change as NASA's missions change. The National Aerospace Plane (NASP), Advanced Composites Technology (ACT), Airframe Structural Integrity Program (Aging Aircraft), and High Speed Research (HSR) programs are currently being supported. Airframe durability is one of the key issues in each of these system programs. The base program has four major thrusts, which will be reviewed subsequently. Additionally, several technical highlights will be reviewed for each thrust.

Easy method of matching fighter engine to airframe for use in aircraft engine design courses

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

Mattingly, J.D.

1989-01-01

The proper match of the engine(s) to the airframe affects both aircraft size and life cycle cost. A fast and straightforward method is developed and used for the matching of fighter engine(s) to airframes during conceptual design. A thrust-lapse equation is developed for the dual-spool, mixed-flow, afterburning turbofan type of engine based on the installation losses of 'Aircraft Engine Design' and the performance predictions of the cycle analysis programs ONX and OFFX. Using system performance requirements, the effects of aircraft thrust-to-weight, wing loading, and engine cycle on takeoff weight are analyzed and example design course results presented. 5 refs.

Airframe Repair Specialist, 2-3. Military Curriculum Materials for Vocational and Technical Education.

ERIC Educational Resources Information Center

Ohio State Univ., Columbus. National Center for Research in Vocational Education.

These military-developed curriculum materials consist of five volumes of individualized, self-paced training manuals for use by those studying to be airframe repair technicians. Covered in the individual volumes are the following topics: fundamentals of organization and management (ground safety, aircraft ground safety, and aerospace and power…

76 FR 71470 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2011-11-18

... brackets that attach the power control unit (PCU) to the airframe could result in a loss of the rudder actuating system. The loss of both rudder PCU actuators could result in free play of the rudder control... failure of the mounting brackets that attach the power control unit (PCU) to the airframe could result in...

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (center) and Deputy Director Woodrow Whitlow Jr. (far left) look at the external tank door corrosion work being done on Endeavour. Next to Whitlow is Bruce Buckingham, assistant to the deputy director. Providing information, at right, are Orbiter Airframe Engineering ground area manager, and Tom Roberts, Airframe Engineering System specialist, both with United Space Alliance; and Joy Huff, with KSC Space Shuttle Processing. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

NASA Image and Video Library

2004-02-25

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (center) and Deputy Director Woodrow Whitlow Jr. (far left) look at the external tank door corrosion work being done on Endeavour. Next to Whitlow is Bruce Buckingham, assistant to the deputy director. Providing information, at right, are Orbiter Airframe Engineering ground area manager, and Tom Roberts, Airframe Engineering System specialist, both with United Space Alliance; and Joy Huff, with KSC Space Shuttle Processing. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (center) and Deputy Director Woodrow Whitlow Jr. (far left) look at the external tank door corrosion work being done on Endeavour. Next to Whitlow is Bruce Buckingham, assistant to the deputy director. Providing information, at right, are Kathy Laufenberg, Orbiter Airframe Engineering ground area manager, and Tom Roberts, Airframe Engineering System specialist, both with United Space Alliance; and Joy Huff, with Space Shuttle Processing. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

NASA Image and Video Library

2004-02-25

KENNEDY SPACE CENTER, FLA. - On a tour of the Orbiter Processing Facility, Center Director Jim Kennedy (center) and Deputy Director Woodrow Whitlow Jr. (far left) look at the external tank door corrosion work being done on Endeavour. Next to Whitlow is Bruce Buckingham, assistant to the deputy director. Providing information, at right, are Kathy Laufenberg, Orbiter Airframe Engineering ground area manager, and Tom Roberts, Airframe Engineering System specialist, both with United Space Alliance; and Joy Huff, with Space Shuttle Processing. Endeavour is in its Orbiter Major Modification period, which began in December 2003.

CFD application to supersonic/hypersonic inlet airframe integration. [computational fluid dynamics (CFD)

NASA Technical Reports Server (NTRS)

Benson, Thomas J.

1988-01-01

Supersonic external compression inlets are introduced, and the computational fluid dynamics (CFD) codes and tests needed to study flow associated with these inlets are outlined. Normal shock wave turbulent boundary layer interaction is discussed. Boundary layer control is considered. Glancing sidewall shock interaction is treated. The CFD validation of hypersonic inlet configurations is explained. Scramjet inlet modules are shown.

Effects of selected design variables on three ramp, external compression inlet performance. [boundary layer control bypasses, and mass flow rate

NASA Technical Reports Server (NTRS)

Kamman, J. H.; Hall, C. L.

1975-01-01

Two inlet performance tests and one inlet/airframe drag test were conducted in 1969 at the NASA-Ames Research Center. The basic inlet system was two-dimensional, three ramp (overhead), external compression, with variable capture area. The data from these tests were analyzed to show the effects of selected design variables on the performance of this type of inlet system. The inlet design variables investigated include inlet bleed, bypass, operating mass flow ratio, inlet geometry, and variable capture area.

An Empirical Study of the Impact of a Production Rate Change on the Direct Labor Requirements for an Airframe Manufacturing Program

DTIC Science & Technology

1977-09-01

the various tables and to indicate what was done to arrive at the tabulated information. The verbal sum- maries provided at the end ot each section and...tha criterion test -was passed for aJl test situations with the exception of a mixed result in Test Situation 3M!. In this situation the R2 (log) for...acturing rate variable. When predictive performance by labor hour cate- gory was examined, the findings were mixed . For instance, the five percent

NASA's Advanced Space Transportation Hypersonic Program

NASA Technical Reports Server (NTRS)

Hueter, Uwe; McClinton, Charles; Cook, Stephen (Technical Monitor)

2002-01-01

NASA's has established long term goals for access-to-space. NASA's third generation launch systems are to be fully reusable and operational in approximately 25 years. The goals for third generation launch systems are to reduce cost by a factor of 100 and improve safety by a factor of 10,000 over current conditions. The Advanced Space Transportation Program Office (ASTP) at NASA's Marshall Space Flight Center in Huntsville, AL has the agency lead to develop third generation space transportation technologies. The Hypersonics Investment Area, part of ASTP, is developing the third generation launch vehicle technologies in two main areas, propulsion and airframes. The program's major investment is in hypersonic airbreathing propulsion since it offers the greatest potential for meeting the third generation launch vehicles. The program will mature the technologies in three key propulsion areas, scramjets, rocket-based combined cycle and turbine-based combination cycle. Ground and flight propulsion tests are being planned for the propulsion technologies. Airframe technologies will be matured primarily through ground testing. This paper describes NASA's activities in hypersonics. Current programs, accomplishments, future plans and technologies that are being pursued by the Hypersonics Investment Area under the Advanced Space Transportation Program Office will be discussed.

Effect of rotor wake on aerodynamic characteristics of a 1/6 scale model of the rotor systems research aircraft. [in the Langley V/STOL tunnel

NASA Technical Reports Server (NTRS)

Mineck, R. E.

1977-01-01

Tests were conducted in the Langley V/STOL tunnel to determine the effect of the main-rotor wake on the aerodynamic characteristics of the rotor systems research aircraft. A 1/6-scale model with a 4-blade articulated rotor was used to determine the effect of the rotor wake for the compound configuration. Data were obtained over a range of angles of attack, angles of sideslip, auxiliary engine thrusts, rotor collective pitch angles, and rotor tip-path plane angles for several main-rotor advance ratios. Separate results are presented for the forces and moments on the airframe, the wing, and the tail. An analysis of the test data indicates significant changes in the aerodynamic characteristics. The rotor wake increases the longitudinal static stability, the effective dihedral, and the lateral static stability of the airframe. The rotor induces a downwash on the wing. This downwash decreases the wing lift and increases the drag. The asymmetrical rotor wake induces a differential lift across the wing and a subsequent rolling moment. These rotor induced effects on the wing become smaller with increasing forward speed.

Receptor-binding region in human choriogonadotropin/lutropin. beta. subunit

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

Keutmann, H.T.; Charlesworth, M.C.; Mason, K.A.

1987-04-01

Synthetic fragments have not been widely used thus far to evaluate structure-activity relations in the glycoprotein hormones. The authors prepared a series of peptides representing the intercysteine loop sequence (residues 38-57) in human choriogonadotropin (hCG) and lutropin (hLH) ..beta.. subunits, anticipating that it might be oriented toward the surface and accessible to receptors. The peptides were characterized chemically and tested for bioactivity by binding to rat ovarian membrane receptor and stimulation of Leydig cell testosterone production. The hCG..beta..-(38-57) and hLH..beta..-(38-57) peptides inhibited binding of /sup 125/I-labeled hCG half-maximally at 1.51 x 10/sup -4/ and 2.03 x 10/sup -5/ M, respectively,more » while other peptide hormones and fragments from elsewhere in the ..beta.. subunit were inactive. Both peptides stimulated testosterone production, with half-maximal responses at 3.55 x 10/sup -5/ M (hCG) and 2.18 x 10/sup -5/ M (hLH). By radioimmunoassay with an antibody to thyroglobulin-conjugated hCG..beta..-(38-57) peptide, native hCG and ..beta.. subunit were highly reactive, as were the reduced and carboxymethylated subunit and peptide. These results indicate that the 38-57 region of ..beta.. subunit is exposed on the surface and constitutes a component in the receptor-binding domain for hCG and hLH. A region of amphipathic-helical structure in the 38-57 sequence may promote hormone-receptor interactions in a manner proposed for several other peptide hormones.« less

Flight Test Results for Uniquely Tailored Propulsion-Airframe Aeroacoustic Chevrons: Community Noise

NASA Technical Reports Server (NTRS)

Nesbitt, Eric; Mengle, Vinod; Czech, Michael; Callendar, Bryan; Thomas, Russ

2006-01-01

The flow/acoustic environment around the jet exhaust of an engine when installed on an airplane, say, under the wing, is highly asymmetric due to the pylon, the wing and the high-lift devices. Recent scale model tests have shown that such Propulsion Airframe Aeroacoustic (PAA) interactions and the jet mixing noise can be reduced more than with conventional azimuthally uniform chevrons by uniquely tailoring the chevrons to produce enhanced mixing near the pylon. This paper describes the community noise results from a flight test on a large twin-engine airplane using this concept of azimuthally varying chevrons for engines installed under the wing. Results for two different nozzle configurations are described: azimuthally varying "PAA T-fan" chevrons on the fan nozzle with a baseline no-chevron core nozzle and a second with PAA T-fan chevrons with conventional azimuthally uniform chevrons on the core nozzle. We analyze these test results in comparison to the baseline no-chevron nozzle on both spectral and integrated power level bases. The study focuses on the peak jet noise reduction and the effects at high frequencies for typical take-off power settings. The noise reduction and the absolute noise levels are then compared to model scale results. The flight test results verify that the PAA T-fan nozzles in combination with standard core chevron nozzles can, indeed, give a reasonable amount of noise reduction at low frequencies without high-frequency lift during take-off conditions and hardly any impact on the cruise thrust coefficient.

IMPAC: An Integrated Methodology for Propulsion and Airframe Control

NASA Technical Reports Server (NTRS)

Garg, Sanjay; Ouzts, Peter J.; Lorenzo, Carl F.; Mattern, Duane L.

1991-01-01

The National Aeronautics and Space Administration is actively involved in the development of enabling technologies that will lead towards aircraft with new/enhanced maneuver capabilities such as Short Take-Off Vertical Landing (STOVL) and high angle of attack performance. Because of the high degree of dynamic coupling between the airframe and propulsion systems of these types of aircraft, one key technology is the integration of the flight and propulsion control. The NASA Lewis Research Center approach to developing Integrated Flight Propulsion Control (IFPC) technologies is an in-house research program referred to as IMPAC (Integrated Methodology for Propulsion and Airframe Control). The goals of IMPAC are to develop a viable alternative to the existing integrated control design methodologies that will allow for improved system performance and simplicity of control law synthesis and implementation, and to demonstrate the applicability of the methodology to a supersonic STOVL fighter aircraft. Based on some preliminary control design studies that included evaluation of the existing methodologies, the IFPC design methodology that is emerging at the Lewis Research Center consists of considering the airframe and propulsion system as one integrated system for an initial centralized controller design and then partitioning the centralized controller into separate airframe and propulsion system subcontrollers to ease implementation and to set meaningful design requirements for detailed subsystem control design and evaluation. An overview of IMPAC is provided and detailed discussion of the various important design and evaluation steps in the methodology are included.

Design feasibility of an advanced technology supersonic cruise aircraft

NASA Technical Reports Server (NTRS)

Rowe, W. T.

1976-01-01

Research and development programs provide confidence that technology is in-hand to design an economically attractive, environmentally sound supersonic cruise aircraft for commercial operations. The principal results of studies and tests are described including those which define the selection of significant design features. These typically include the results of: (1) wind-tunnel tests, both subsonic and supersonic, (2) propulsion performance and acoustic tests on noise suppressors, including forward-flight effects, (3) studies of engine/airframe integration, which lead to the selection of engine cycles/sizes to meet future market, economic, and social requirements; and (4) structural testing.

Finite Element Analysis and Test Results Comparison for the Hybrid Wing Body Center Section Test Article

NASA Technical Reports Server (NTRS)

Przekop, Adam; Jegley, Dawn C.; Rouse, Marshall; Lovejoy, Andrew E.

2016-01-01

This report documents the comparison of test measurements and predictive finite element analysis results for a hybrid wing body center section test article. The testing and analysis efforts were part of the Airframe Technology subproject within the NASA Environmentally Responsible Aviation project. Test results include full field displacement measurements obtained from digital image correlation systems and discrete strain measurements obtained using both unidirectional and rosette resistive gauges. Most significant results are presented for the critical five load cases exercised during the test. Final test to failure after inflicting severe damage to the test article is also documented. Overall, good comparison between predicted and actual behavior of the test article is found.

Particle and gaseous emissions from commercial aircraft at each stage of the landing and takeoff cycle.

PubMed

Mazaheri, M; Johnson, G R; Morawska, L

2009-01-15

A novel technique was used to measure emission factors for commonly used commercial aircraft including a range of Boeing and Airbus airframes under real world conditions. Engine exhaust emission factors for particles in terms of particle number and mass (PM2.5), along with those for CO2 and NOx, were measured for over 280 individual aircraft during the various modes of landing/takeoff (LTO) cycle. Results from this study show that particle number, and NOx emission factors are dependent on aircraft engine thrust level. Minimum and maximum emissions factors for particle number, PM2.5, and NOx emissions were found to be in the range of 4.16 x 10(15)-5.42 x 10(16) kg(-1), 0.03-0.72 g.kg(-1), and 3.25-37.94 g.kg(-1), respectively, for all measured airframes and LTO cycle modes. Number size distributions of emitted particles for the naturally diluted aircraft plumes in each mode of LTO cycle showed that particles were predominantly in the range of 4-100 nm in diameter in all cases. In general, size distributions exhibit similar modality during all phases of the LTO cycle. A very distinct nucleation mode was observed in all particle size distributions, except for taxiing and landing of A320 aircraft. Accumulation modes were also observed in all particle size distributions. Analysis of aircraft engine emissions during LTO cycle showed that aircraft thrust level is considerably higher during taxiing than idling suggesting that International Civil Aviation Organization (ICAO) standards need to be modified as the thrust levels for taxi and idle are considered to be the same (7% of total thrust) (Environmental Protection, Annex 16, Vol. II, Aircraft Engine Emissions, 2nd ed.; ICAO--International Civil Aviation Organization: Montreal, 1993).

Advanced solar panel designs

NASA Technical Reports Server (NTRS)

Ralph, E. L.; Linder, E.

1995-01-01

This paper describes solar cell panel designs that utilize new hgih efficiency solar cells along with lightweight rigid panel technology. The resulting designs push the W/kg and W/sq m parameters to new high levels. These new designs are well suited to meet the demand for higher performance small satellites. This paper reports on progress made on two SBIR Phase 1 contracts. One panel design involved the use of large area (5.5 cm x 6.5 cm) GaAs/Ge solar cells of 19% efficiency combined with a lightweight rigid graphite fiber epoxy isogrid substrate configuration. A coupon (38 cm x 38 cm) was fabricated and tested which demonstrated an array specific power level of 60 W/kg with a potential of reaching 80 W/kg. The second panel design involved the use of newly developed high efficiency (22%) dual junction GaInP2/GaAs/Ge solar cells combined with an advanced lightweight rigid substrate using aluminum honeycomb core with high strength graphite fiber mesh facesheets. A coupon (38 cm x 38 cm) was fabricated and tested which demonstrated an array specific power of 105 W/kg and 230 W/sq m. This paper will address the construction details of the panels and an a analysis of the component weights. A strawman array design suitable for a typical small-sat mission is described for each of the two panel design technologies being studied. Benefits in respect to weight reduction, area reduction, and system cost reduction are analyzed and compared to conventional arrays.

Aircraft Fuel, Hydraulic and Pneumatic Systems (Course Outlines), Aviation Mechanics 3 (Air Frame): 9067.01.

ERIC Educational Resources Information Center

Dade County Public Schools, Miami, FL.

This document presents an outline for a 135-hour course designed to familiarize the student with the operation, inspection, and repair of aircraft fuel, hydraulic, and pneumatic systems. It is designed to help the trainee master the knowledge and skills necessary to become an aviation airframe mechanic. The aviation airframe maintenance technician…

Experimental and analytical investigations to improve low-speed performance and stability and control characteristics of supersonic cruise fighter vehicles

NASA Technical Reports Server (NTRS)

Graham, A. B.

1977-01-01

Small- and large-scale models of supersonic cruise fighter vehicles were used to determine the effectiveness of airframe/propulsion integration concepts for improved low-speed performance and stability and control characteristics. Computer programs were used for engine/airframe sizing studies to yield optimum vehicle performance.

Aviation Maintenance Technology. Airframe. A204. Aircraft Welding. Instructor Material.

ERIC Educational Resources Information Center

Oklahoma State Board of Vocational and Technical Education, Stillwater. Curriculum and Instructional Materials Center.

This teacher's guide is designed to aid teachers in leading students through a module on aircraft welding on airframes. The module contains four units that cover the following topics: (1) gas welding and cutting; (2) brazing and soldering; (3) shielded metal arc welding; and (4) gas tungsten arc welding. Each unit follows a standardized format…

Recent Advances in Structures for Hypersonic Flight, part 2

NASA Technical Reports Server (NTRS)

1978-01-01

The papers at this symposium were presented by 24 speakers representing airframe, missile, and engine manufacturers, the U.S. Air Force, and two NASA Research Centers. The papers cover a variety of topics including engine structures, cooled airframe structures, hot structures, thermal protection systems, cryogenic tankage structures, cryogenic insulations, and analysis methods for thermal/structures.

Fuel Efficiencies Through Airframe Improvements

NASA Technical Reports Server (NTRS)

Bezos-O'Connor, Gaudy M.; Mangelsdorf, Mark F.; Maliska, Heather A.; Washburn, Anthony E.; Wahls, Richard A.

2011-01-01

The factors of continuing strong growth in air traffic volume, the vital role of the air transport system on the economy, and concerns about the environmental impact of aviation have added focus to the National Aeronautics Research Policy. To address these concerns in the context of the National Policy, NASA has set aggressive goals in noise reduction, emissions, and energy consumption. With respect to the goal of reducing energy consumption in the fleet, the development of promising airframe technologies is required to realize the significant improvements that are desired. Furthermore, the combination of advances in materials and structures with aerodynamic technologies may lead to a paradigm shift in terms of potential configurations for the future. Some of these promising airframe technologies targeted at improved efficiency are highlighted.

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Tom McMullen, Chief of Dryden's Experimental Fabrication Shop, makes adjustments to the new pylon for NASA's X-38 during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 to be attached to and launched from the B-52's wing. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also 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.

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also 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.

Performance and Safety Testing of Varta Li-Ion Polymer Cells

NASA Technical Reports Server (NTRS)

Patel, Pranav; Jeevarajan, Judith

2009-01-01

Varta Cell Characteristics: Voltage : 3.7 V Capacity : 1.21 Ah Dimensions : 5mm X 37mm X 38.5 mm MOSFET switches for Overvoltage and Undervoltage. Initial Screening Results 29 Cells delivered: Statistics on Ph ysical Screening: Thickness (mm): Average- 5.08; Weight(g)- 22.8938; OCV (V)- 3.787; CCV (V)- 3.491.

Testing Properties of Boolean Functions

DTIC Science & Technology

2012-01-01

Applying the Hermite decomposition of f and linearity of expectation, E x,y [f(x)f(y) 〈x, y〉] = n∑ i=1 ∑ S,T∈Nn f̂(S)f̂(T )E x [HS(x)xi]E y [ HT (y)yi...otherwise it takes the value 0. Similarly, Ey[ HT (y)yi] = 1 iff T = ei. 38 Part I Exact Query Complexity 39 Chapter 5 Testing Juntas We begin by studying the...1− 2e− 6m /2 = 1− 2e−O( √ n). The estimate ν̃ is a U-statistic with kernel ψ∗f . This kernel satisfies ‖ψ∗f − Eψ∗f‖∞ ≤ 2‖ψ∗f‖∞ = 2 √ 4n log(4n/3

Potential benefits of propulsion and flight control integration for supersonic cruise vehicles

NASA Technical Reports Server (NTRS)

Berry, D. T.; Schweikhard, W. G.

1976-01-01

Typical airframe/propulsion interactions such as Mach/altitude excursions and inlet unstarts are reviewed. The improvements in airplane performance and flight control that can be achieved by improving the interfaces between propulsion and flight control are estimated. A research program to determine the feasibility of integrating propulsion and flight control is described. This program includes analytical studies and YF-12 flight tests.

Structural Integrity and Aging-Related Issues of Helicopters

DTIC Science & Technology

2000-10-01

inherently damage lolerant , any damage- inspection in critical locations where tests have indicated tolerant features in airframe design only enhances...required, so European Rotorcraft Forum. Marseilles, France, 15- that helicopters are equipped with such features as fly- 17 September 1998 . by-wire and...fatigue Evaluation of structural integrity issues of aging helicopters. The Structure," 29 April, 1998 . extended safe-life approach encompasses the best

Defence Reporter. Winter 2012

DTIC Science & Technology

2012-01-01

R0001C6D0 Airframe Structural Integrity Research and Technology Strategy - Phase 2 Dstl Porton Down (GB) (2009) Within this report, Phase 2 of the...task raised by CASD-ASI to develop a Structural Integrity Research and Technology Strategy is described. Additionally, development of fatigue data...The methodologies were tested using five armour configurations which included a no armour control, Osprey Mk 4 body armour and three flexible body

Imaging Schwarzschild multilayer X-ray microscope

NASA Technical Reports Server (NTRS)

Hoover, Richard B.; Baker, Phillip C.; Shealy, David L.; Core, David B.; Walker, Arthur B. C., Jr.; Barbee, Troy W., Jr.; Kerstetter, Ted

1993-01-01

We have designed, analyzed, fabricated, and tested Schwarzschild multilayer X-ray microscopes. These instruments use flow-polished Zerodur mirror substrates which have been coated with multilayers optimized for maximum reflectivity at normal incidence at 135 A. They are being developed as prototypes for the Water Window Imaging X-Ray Microscope. Ultrasmooth mirror sets of hemlite grade sapphire have been fabricated and they are now being coated with multilayers to reflect soft X-rays at 38 A, within the biologically important 'water window'. In this paper, we discuss the fabrication of the microscope optics and structural components as well as the mounting of the optics and assembly of the microscopes. We also describe the optical alignment, interferometric and visible light testing of the microscopes, present interferometrically measured performance data, and provide the first results of optical imaging tests.

Current Grid Generation Strategies and Future Requirements in Hypersonic Vehicle Design, Analysis and Testing

NASA Technical Reports Server (NTRS)

Papadopoulos, Periklis; Venkatapathy, Ethiraj; Prabhu, Dinesh; Loomis, Mark P.; Olynick, Dave; Arnold, James O. (Technical Monitor)

1998-01-01

Recent advances in computational power enable computational fluid dynamic modeling of increasingly complex configurations. A review of grid generation methodologies implemented in support of the computational work performed for the X-38 and X-33 are presented. In strategizing topological constructs and blocking structures factors considered are the geometric configuration, optimal grid size, numerical algorithms, accuracy requirements, physics of the problem at hand, computational expense, and the available computer hardware. Also addressed are grid refinement strategies, the effects of wall spacing, and convergence. The significance of grid is demonstrated through a comparison of computational and experimental results of the aeroheating environment experienced by the X-38 vehicle. Special topics on grid generation strategies are also addressed to model control surface deflections, and material mapping.

Computational Structures Technology for Airframes and Propulsion Systems

NASA Technical Reports Server (NTRS)

Noor, Ahmed K. (Compiler); Housner, Jerrold M. (Compiler); Starnes, James H., Jr. (Compiler); Hopkins, Dale A. (Compiler); Chamis, Christos C. (Compiler)

1992-01-01

This conference publication contains the presentations and discussions from the joint University of Virginia (UVA)/NASA Workshops. The presentations included NASA Headquarters perspectives on High Speed Civil Transport (HSCT), goals and objectives of the UVA Center for Computational Structures Technology (CST), NASA and Air Force CST activities, CST activities for airframes and propulsion systems in industry, and CST activities at Sandia National Laboratory.

Why Has the Cost of Fixed-Wing Aircraft Risen? A Macroscopic Examination of the Trends in U.S. Military Aircraft Costs over the Past Several Decades

DTIC Science & Technology

2008-01-01

simple,” is the share of airframe structure that is neither tita - nium nor composite material. Unfortunately, only 49 of the 93 aircraft with...of airframe materials (or as simpler materials decrease), aircraft unit cost increases. Increasing the proportion of tita - nium and composite

Riding and handling qualities of light aircraft: A review and analysis

NASA Technical Reports Server (NTRS)

Smetana, F. O.; Summery, D. C.; Johnson, W. D.

1972-01-01

Design procedures and supporting data necessary for configuring light aircraft to obtain desired responses to pilot commands and gusts are presented. The procedures employ specializations of modern military and jet transport practice where these provide an improvement over earlier practice. General criteria for riding and handling qualities are discussed in terms of the airframe dynamics. Methods available in the literature for calculating the coefficients required for a linearized analysis of the airframe dynamics are reviewed in detail. The review also treats the relation of spin and stall to airframe geometry. Root locus analysis is used to indicate the sensitivity of airframe dynamics to variations in individual stability derivatives and to variations in geometric parameters. Computer programs are given for finding the frequencies, damping ratios, and time constants of all rigid body modes and for generating time histories of aircraft motions in response to control inputs. Appendices are included presenting the derivation of the linearized equations of motion; the stability derivatives; the transfer functions; approximate solutions for the frequency, damping ratio, and time constants; an indication of methods to be used when linear analysis is inadequate; sample calculations; and an explanation of the use of root locus diagrams and Bode plots.

Advanced Subsonic Airplane Design and Economic Studies

NASA Technical Reports Server (NTRS)

Liebeck, Robert H.; Andrastek, Donald A.; Chau, Johnny; Girvin, Raquel; Lyon, Roger; Rawdon, Blaine K.; Scott, Paul W.; Wright, Robert A.

1995-01-01

A study was made to examine the effect of advanced technology engines on the performance of subsonic airplanes and provide a vision of the potential which these advanced engines offered. The year 2005 was selected as the entry-into-service (EIS) date for engine/airframe combination. A set of four airplane classes (passenger and design range combinations) that were envisioned to span the needs for the 2005 EIS period were defined. The airframes for all classes were designed and sized using 2005 EIS advanced technology. Two airplanes were designed and sized for each class: one using current technology (1995) engines to provide a baseline, and one using advanced technology (2005) engines. The resulting engine/airframe combinations were compared and evaluated on the basis on sensitivity to basic engine performance parameters (e.g. SFC and engine weight) as well as DOC+I. The advanced technology engines provided significant reductions in fuel burn, weight, and wing area. Average values were as follows: reduction in fuel burn = 18%, reduction in wing area = 7%, and reduction in TOGW = 9%. Average DOC+I reduction was 3.5% using the pricing model based on payload-range index and 5% using the pricing model based on airframe weight. Noise and emissions were not considered.

Small Engine Technology (SET). Task 33: Airframe, Integration, and Community Noise Study

NASA Technical Reports Server (NTRS)

Lieber, Lys S.; Elkins, Daniel; Golub, Robert A. (Technical Monitor)

2002-01-01

Task Order 33 had four primary objectives as follows: (1) Identify and prioritize the airframe noise reduction technologies needed to accomplish the NASA Pillar goals for business and regional aircraft. (2) Develop a model to estimate the effect of jet shear layer refraction and attenuation of internally generated source noise of a turbofan engine on the aircraft system noise. (3) Determine the effect on community noise of source noise changes of a generic turbofan engine operating from sea level to 15,000 feet. (4) Support lateral attenuation experiments conducted by NASA Langley at Wallops Island, VA, by coordinating opportunities for Contractor Aircraft to participate as a noise source during the noise measurements. Noise data and noise prediction tools, including airframe noise codes, from the NASA Advanced Subsonic Technology (AST) program were applied to assess the current status of noise reduction technologies relative to the NASA pillar goals for regional and small business jet aircraft. In addition, the noise prediction tools were applied to evaluate the effectiveness of airframe-related noise reduction concepts developed in the AST program on reducing the aircraft system noise. The AST noise data and acoustic prediction tools used in this study were furnished by NASA.

Database of Inlet and Exhaust Noise Shielding for Wedge-Shaped Airframe

NASA Technical Reports Server (NTRS)

Gerhold, Carl H.; Clark, Lorenzo R.

2001-01-01

An experiment to measure the noise shielding of the blended wing body design concept was developed using a simplified wedge-shaped airframe. The experimental study was conducted in the Langley Anechoic Noise Research Facility. A wideband, omnidirective sound source in a simulated engine nacelle was held at locations representative of a range of engine locations above the wing. The sound field around the model was measured with the airframe and source in place and with source alone, using an-array of microphones on a rotating hoop that is also translated along an axis parallel to the airframe axis. The insertion loss was determined from the difference between the two resulting contours. Although no attempt was made to simulate the noise characteristics of a particular engine, the broadband noise source radiated sound over a range of scaled frequencies encompassing 1 and 2 times the blade passage frequency representative of a large, high-bypass-ratio turbofan engine. The measured data show that significant shielding of the inlet-radiated noise is obtained in the area beneath and upstream of the model. The data show the sensitivity of insertion loss to engine location.

Cooling system for high speed aircraft

NASA Technical Reports Server (NTRS)

Lawing, P. L.; Pagel, L. L. (Inventor)

1981-01-01

The system eliminates the necessity of shielding an aircraft airframe constructed of material such as aluminum. Cooling is accomplished by passing a coolant through the aircraft airframe, the coolant acting as a carrier to remove heat from the airframe. The coolant is circulated through a heat pump and a heat exchanger which together extract essentially all of the added heat from the coolant. The heat is transferred to the aircraft fuel system via the heat exchanger and the heat pump. The heat extracted from the coolant is utilized to power the heat pump. The heat pump has associated therewith power turbine mechanism which is also driven by the extracted heat. The power turbines are utilized to drive various aircraft subsystems, the compressor of the heat pump, and provide engine cooling.

Integrated flight/propulsion control system design based on a decentralized, hierarchical approach

NASA Technical Reports Server (NTRS)

Mattern, Duane; Garg, Sanjay; Bullard, Randy

1989-01-01

A sample integrated flight/propulsion control system design is presented for the piloted longitudinal landing task with a modern, statistically unstable fighter aircraft. The design procedure is summarized. The vehicle model used in the sample study is described, and the procedure for partitioning the integrated system is presented along with a description of the subsystems. The high-level airframe performance specifications and control design are presented and the control performance is evaluated. The generation of the low-level (engine) subsystem specifications from the airframe requirements are discussed, and the engine performance specifications are presented along with the subsystem control design. A compensator to accommodate the influence of airframe outputs on the engine subsystem is also considered. Finally, the entire closed loop system performance and stability characteristics are examined.

Integrated flight/propulsion control system design based on a decentralized, hierarchical approach

NASA Technical Reports Server (NTRS)

Mattern, Duane; Garg, Sanjay; Bullard, Randy

1989-01-01

A sample integrated flight/propulsion control system design is presented for the piloted longitiudinal landing task with a modern, statistically unstable fighter aircraft. The design procedure is summarized, the vehicle model used in the sample study is described, and the procedure for partitioning the integrated system is presented along with a description of the subsystems. The high-level airframe performance specifications and control design are presented and the control performance is evaluated. The generation of the low-level (engine) subsystem specifications from the airframe requirements are discussed, and the engine performance specifications are presented along with the subsystem control design. A compensator to accommodate the influence of airframe outputs on the engine subsystem is also considered. Finally, the entire closed loop system performance and stability characteristics are examined.

New consistency tests for high-accuracy measurements of X-ray mass attenuation coefficients by the X-ray extended-range technique.

PubMed

Chantler, C T; Islam, M T; Rae, N A; Tran, C Q; Glover, J L; Barnea, Z

2012-03-01

An extension of the X-ray extended-range technique is described for measuring X-ray mass attenuation coefficients by introducing absolute measurement of a number of foils - the multiple independent foil technique. Illustrating the technique with the results of measurements for gold in the 38-50 keV energy range, it is shown that its use enables selection of the most uniform and well defined of available foils, leading to more accurate measurements; it allows one to test the consistency of independently measured absolute values of the mass attenuation coefficient with those obtained by the thickness transfer method; and it tests the linearity of the response of the counter and counting chain throughout the range of X-ray intensities encountered in a given experiment. In light of the results for gold, the strategy to be ideally employed in measuring absolute X-ray mass attenuation coefficients, X-ray absorption fine structure and related quantities is discussed.

X-43A Final Flight Observations

NASA Technical Reports Server (NTRS)

Grindle, Laurie

2011-01-01

The presentation will provide an overview of the final flight of the NASA X-43A project. The project consisted of three flights, two planned for Mach 7 and one for Mach 10. The first flight, conducted on June 2, 2001, was unsuccessful and resulted in a nine-month mishap investigation. A two-year return to flight effort ensued and concluded when the second Mach 7 flight was successfully conducted on March 27, 2004. The third and final flight, which occurred on November 16, 2004, was the first Mach 10 flight demonstration of an airframe-integrated, scramjet-powered, hypersonic vehicle. As such, the final flight presented first time technical challenges in addition to final flight project closeout concerns. The goals and objectives for the third flight as well as those for the project will be presented. The configuration of the Hyper-X stack including the X-43A, Hyper-X launch vehicle, and Hyper-X research vehicle adapter wil also be presented. Mission differences, vehicle modifications and lessons learned from the first and second flights as they applied to the third flight will also be discussed. Although X-43A flight 3 was always planned to be the final flight of the X-43A project, the X-43 program had two other vehicles and corresponding flight phases in X-43C and X-43B. Those other projects never manifested under the X-43 banner and X-43A flight 3 also became the final flight of X-43 program.

Fire extinguishing agents for oxygen-enriched atmospheres

NASA Astrophysics Data System (ADS)

Plugge, M. A.; Wilson, C. W.; Zallen, D. M.; Walker, J. L.

1985-12-01

Fire-suppression agent requirements for extinguishing fires in oxygen-enriched atmospheres were determined employing small-, medium-, large-, and full-scale test apparatuses. The small- and medium-scale tests showed that a doubling of the oxygen concentration required five times more HALON for extinguishment. For fires of similar size and intensity, the effect of oxygen enrichment of the diluent volume in the HC-131A was not as grate as in the smaller compartments of the B-52 which presented a higher damage scenario. The full-scale tests showed that damage to the airframe was as important a factor in extinguishment as oxygen enrichment.

EC00-0212-2

NASA Image and Video Library

2000-07-11

NASA's B377SGT Super Guppy Turbine cargo aircraft touches down at Edwards Air Force Base, Calif. on June 11, 2000 to deliver the latest version of the X-38 flight test vehicle to NASA's Dryden Flight Research Center.

X-31 impact site

NASA Technical Reports Server (NTRS)

1995-01-01

This photos shows the remains of the number one X-31 following a mishap on 19 January 1995. Two X-31A demonstartor aircraft were built to explore Enhanced Fighter Manueverability (EFM). The aircraft demonstrated techniques to allow close-in aerial combat beyond normal flight envelope parameters. The X-31 EFM demonstrator program was the first international effort to buid an X-plane. The aircraft was designed and funded jointly by the U.S. Defense Advanced Research Projects Agency (DARPA) and the German Ministry of Defense. Design and construction of components and systems was split between Rockwell International in the United States and Messerschmitt-Bolkow-Blohm (MBB) in the Federal Republic of Germany. Other participants included the U.S. Air Force, U.S. Navy, and NASA. Fianl assembly took place at Rockwell's North American Aircraft Division. The flight test progarm included an international team of pilots from Rockwell, MBB, and the U.S. and German armed forces. The demonstrator aircraft were designed for subsonic flight only. Overall program costs were reduced by using as amny off-the-shelf components as possible. The weight of the airframe was reduced through extensive use of graphite/epoxy thermosplastics in construction of aerodynamic surfaces and the forward fuselage. the design included fully movable canards, thrust-vectoring paddles, and a cranked composite delta wing. The first X-31A (Bu. No. 164584) was rolled out from Rockwell's Palmdale, Californai facility on 1 March 1990. Rockwell chief test pilot Norman 'Ken' Dyson made the first flight on 11 October 1990. Aircraft 584 completed a total of 292 flights during the EFM test program. Aircraft 584 was lost on 19 January 1995 while returning to Edwards Air Force Base on its third flight of the day. German test pilot Karl-Heinz Langwas nearing the end of a one-hour mission to measure aircraft parameters. The aircraft was flying at 21,000 feet and 141 knots in straight and level flight with the thrust-vectoring and high angle-of-attack (AOA) flight control mode turned off. Lang noticed erroneous airspeed readings (207 knots indicated airspeed at 20 degrees AOA). About a minute later, while executing the pre-landing checklist, the X-31 began a rapidly increasing series of pitch oscillations, ending up at about 20 degrees past vertical. This was followed by a sharp roll. Lang ejected at 18,050 feet, and parachuted to safety with some injuries. The X-31 crashed in a sparsely-populated area a mile and a half north of the base boundary. Investigators later determined that ice in the air data probe caused the erroneous readings that led to the accident.

Crash Testing of Helicopter Airframe Fittings

NASA Technical Reports Server (NTRS)

Clarke, Charles W.; Townsend, William; Boitnott, Richard

2004-01-01

As part of the Rotary Wing Structures Technology Demonstration (RWSTD) program, a surrogate RAH-66 seat attachment fitting was dynamically tested to assess its response to transient, crash impact loads. The dynamic response of this composite material fitting was compared to the performance of an identical fitting subjected to quasi-static loads of similar magnitude. Static and dynamic tests were conducted of both smaller bench level and larger full-scale test articles. At the bench level, the seat fitting was supported in a steel fixture, and in the full-scale tests, the fitting was integrated into a surrogate RAH-66 forward fuselage. Based upon the lessons learned, an improved method to design, analyze, and test similar composite material fittings is proposed.

Design of an integrated airframe/propulsion control system architecture

NASA Technical Reports Server (NTRS)

Cohen, Gerald C.; Lee, C. William; Strickland, Michael J.

1990-01-01

The design of an integrated airframe/propulsion control system architecture is described. The design is based on a prevalidation methodology that used both reliability and performance tools. An account is given of the motivation for the final design and problems associated with both reliability and performance modeling. The appendices contain a listing of the code for both the reliability and performance model used in the design.

Autonomous Aerodynamic Control of Micro Air Vehicles

DTIC Science & Technology

2009-10-19

Wind tunnel studies have also begun in which detailed aerodynamic quantification can be mad regarding MAV performance with flexible airframes...research. The design is similar to existing MAVs. The airframe has a conventional aircraft design to allow for easy determination of aerodynamic...exceeded in normal flight by conventional aircraft ; however, it is not uncommon for a MAV to surpass the limits due to its low inertia. While collecting

Space shuttle: Stability and control effectiveness of the MDAC parametric delta canard booster at Mach 0.38. Volume 1: Canard parametric variations

NASA Technical Reports Server (NTRS)

Bradley, D.; Buchholz, R. E.

1971-01-01

A 0.015 scale model of a modified version of the MDAC space shuttle booster was tested in the Naval Ship Research and Development Center 7 x 10 foot transonic wind tunnel, to obtain force, static stability, and control effectiveness data. Data were obtained for a cruise Mach Number of 0.38, altitude of 10,000 ft, and Reynolds Number per foot of approximately 2 x one million. The model was tested through an angle of attack range of -4 deg to 15 deg at zero degree angle of sideslip, and at an angle of sideslip range of -6 deg to 6 deg at fixed angles of attack of 0 deg, 6 deg, and 15 deg. Other test variables were elevon deflections, canard deflections, aileron deflections, rudder deflections, wing dihedral angle, canard incidence angle, wing incidence angle, canard position, wing position, wing and canard control flap size and dorsal fin size.

Static strain and vibration characteristics of a metal semimonocoque helicopter tail cone of moderate size

NASA Technical Reports Server (NTRS)

Bielawa, Richard L.; Hefner, Rachel E.; Castagna, Andre

1991-01-01

The results are presented of an analytic and experimental research program involving a Sikorsky S-55 helicopter tail cone directed ultimately to the improved structural analysis of airframe substructures typical of moderate sized helicopters of metal semimonocoque construction. Experimental static strain and dynamic shake-testing measurements are presented. Correlation studies of each of these tests with a PC-based finite element analysis (COSMOS/M) are described. The tests included static loadings at the end of the tail cone supported in the cantilever configuration as well as vibrational shake-testing in both the cantilever and free-free configurations.

The X-43A Flight Research Program: Lessons Learned on the Road to Mach 10

NASA Technical Reports Server (NTRS)

Peebles, Curtis

2007-01-01

During an aerospace engineer's undergraduate studies, he or she will attend classes in aerodynamics, thermodynamics, structures, stability and control, dynamics, design, propulsion, and computer science, along with the related courses in mathematics, physics, statistics, and chemistry required to understand the material. Upon graduation, the new engineer will have acquired a basic knowledge of how to build an aerospace vehicle. What only comes through experience, however, is the understanding of the inevitable imperfect process through which an aerospace vehicle is built. This is the adventure of turning a basic concept into functional hardware. Engineers working on a project must often deal with ambiguous situations. They are routinely asked by management to provide risk assessments of a project, yet even after careful analysis uncertainties remain. The project must be accomplished within finite limits of time and money. The question an engineer answers is whether the solution to potential problem is worth the cost and schedule delay, or if the solution might actually be worse than the problem it is meant to solve. Review protocols are established to ensure that an unknown has not been overlooked. But these cannot protect against an unknown unknown. Examples of these situations can be found in the history of the X-43A Hyper-X (Hypersonic Experiment) program. In this NASA project, a supersonic combustion ramjet (scramjet) engine was flight tested on a subscale vehicle. The X-43A Hyper-X Research Vehicle (HXRV) was launched from a B-52B mothership, then boosted to the test speed by a modified Pegasus rocket first stage, called the Hyper-X Launch Vehicle (HXLV). Once at the proper speed and altitude, the X-43A separated from the booster, stabilized itself, and then the engine test began. Although wind-tunnel scramjet engine tests had begun in the late 1950s, before the Hyper-X program there had never been an actual in-flight test of such an engine integrated with an appropriate airframe. Thus, while the scramjet had successfully operated in the artificial airflow of wind tunnels, the concept had yet to be proven in real air. These conditions meant changes in density and temperature, as well as changes in angle of attack and sideslip of a free-flying vehicle. A wind tunnel is limited in its ability to simulate these subtle factures, which have a major impact on almost any vehicle, but especially that of a scramjet's performance. The Hyper-X project was to provide a real-world benchmark of the ground test data. The full scale X-43A engine would be operated in the wind tunnel, and then flown, and the data from its operation would then be compared with projections. If these matched, the wind tunnel data would be considered a reliable design tool for future scramjet. If there were significant differences, the reasons for these would have to be identified. Until such information was available, scramjets would lack the technological maturity to be considered for future space launch or high-speed atmospheric flight vehicles.

Proceedings of the USAF Structural Integrity Program Conference Held in San Antonio, Texas on 2-6 December 1991

DTIC Science & Technology

1992-07-01

NONDESTRUCTIVE INSPECTION Probabilistic Durability Evaluation of Alcoa 7050 Aluminum ............................... 305 Composite Repair of Aircraft Structures... Aluminum J.G. Burns, WLIFIBEC 0900-0930 Composite Repair of Aircraft Structures - The Australian Experience L. Molent, Aeronautical Research Laboratory...fatigue test articles consisted of a of 5 percent from the calculated airframe ratio of 2124-T851 aluminum specimen surrounded by 0.882, to preclude

Better Assessment of Operational Suitability. Volume 2. Case Studies

DTIC Science & Technology

1992-01-01

August to 25 October 1988. Although declared operationally effective and suitable by OTEA, a Corrective Action Plan (CAP) was instituted on 5 December 1988...to correct performance deficiencies encountered in FOT&E. The option year 3 procureiaent was exercised on 8 December 1988. An OTEA assessment of the...Hughes developed and tested airframe design modifications to correct deficiencies noted in DT POT I, to improve flight handling characteristics, and to