MD-11 PCA - Research flight team egress

Science.gov (United States)

1995-01-01

This McDonnell Douglas MD-11 has parked on the flightline at NASA's Dryden Flight Research Center, Edwards, California, following its completion of the first and second landings ever performed by a transport aircraft under engine power only (on Aug. 29, 1995). The milestone flight, with NASA research pilot and former astronaut Gordon Fullerton at the controls, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. Coming down the steps from the aircraft are Gordon Fullerton (in front), followed by Bill Burcham, Propulsion Controlled Aircraft (PCA) project engineer at Dryden; NASA Dryden controls engineer John Burken; John Feather of McDonnell Douglas; and Drew Pappas, McDonnell Douglas' project manager for PCA.

The use of an automated flight test management system in the development of a rapid-prototyping flight research facility

Science.gov (United States)

Duke, Eugene L.; Hewett, Marle D.; Brumbaugh, Randal W.; Tartt, David M.; Antoniewicz, Robert F.; Agarwal, Arvind K.

1988-01-01

An automated flight test management system (ATMS) and its use to develop a rapid-prototyping flight research facility for artificial intelligence (AI) based flight systems concepts are described. The ATMS provides a flight test engineer with a set of tools that assist in flight planning and simulation. This system will be capable of controlling an aircraft during the flight test by performing closed-loop guidance functions, range management, and maneuver-quality monitoring. The rapid-prototyping flight research facility is being developed at the Dryden Flight Research Facility of the NASA Ames Research Center (Ames-Dryden) to provide early flight assessment of emerging AI technology. The facility is being developed as one element of the aircraft automation program which focuses on the qualification and validation of embedded real-time AI-based systems.

Flight Test Approach to Adaptive Control Research

Science.gov (United States)

Pavlock, Kate Maureen; Less, James L.; Larson, David Nils

2011-01-01

The National Aeronautics and Space Administration s Dryden Flight Research Center completed flight testing of adaptive controls research on a full-scale F-18 testbed. The validation of adaptive controls has the potential to enhance safety in the presence of adverse conditions such as structural damage or control surface failures. This paper describes the research interface architecture, risk mitigations, flight test approach and lessons learned of adaptive controls research.

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

Science.gov (United States)

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

Hyper-X Research Vehicle - Artist Concept in Flight

Science.gov (United States)

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

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

Science.gov (United States)

Oneill-Rood, Nora; Glover, Richard D.

1990-01-01

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

X-36 arrival at Dryden

Science.gov (United States)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel steady the X-36 Tailless Fighter Agility Research Aircraft following arrival at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The aircraft is being hoisted out of it's shipping crate. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds

An overview of integrated flight-propulsion controls flight research on the NASA F-15 research airplane

Science.gov (United States)

Burcham, Frank W., Jr.; Gatlin, Donald H.; Stewart, James F.

1995-01-01

The NASA Dryden Flight Research Center has been conducting integrated flight-propulsion control flight research using the NASA F-15 airplane for the past 12 years. The research began with the digital electronic engine control (DEEC) project, followed by the F100 Engine Model Derivative (EMD). HIDEC (Highly Integrated Digital Electronic Control) became the umbrella name for a series of experiments including: the Advanced Digital Engine Controls System (ADECS), a twin jet acoustics flight experiment, self-repairing flight control system (SRFCS), performance-seeking control (PSC), and propulsion controlled aircraft (PCA). The upcoming F-15 project is ACTIVE (Advanced Control Technology for Integrated Vehicles). This paper provides a brief summary of these activities and provides background for the PCA and PSC papers, and includes a bibliography of all papers and reports from the NASA F-15 project.

Theseus in Flight

Science.gov (United States)

1996-01-01

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

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

Science.gov (United States)

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

X-43A Flight Controls

Science.gov (United States)

Baumann, Ethan

2006-01-01

A viewgraph presentation detailing X-43A Flight controls at NASA Dryden Flight Research Center is shown. The topics include: 1) NASA Dryden, Overview and current and recent flight test programs; 2) Unmanned Aerial Vehicle Synthetic Aperture Radar (UAVSAR) Program, Program Overview and Platform Precision Autopilot; and 3) Hyper-X Program, Program Overview, X-43A Flight Controls and Flight Results.

Fairing Well: Aerodynamic Truck Research at NASA Dryden Flight Research Center. From Shoebox to Bat Truck and Beyond

Science.gov (United States)

Gelzer, Christian

2011-01-01

In 1973 engineers at Dryden began investigating ways to reduce aerodynamic drag on land vehicles. They began with a delivery van whose shape they changed dramatically, finally reducing its aerodynamic drag by more than 5 percent. They then turned their attention to tracator-trailers, modifying a cab-over and reducing its aerodynamic drag by nearly 25 percent. Further research identified additional areas worth attention, but in the intervening decades few of those changes have appeared.

An Electronic Workshop on the Performance Seeking Control and Propulsion Controlled Aircraft Results of the F-15 Highly Integrated Digital Electronic Control Flight Research Program

Science.gov (United States)

Powers, Sheryll Goecke (Compiler)

1995-01-01

Flight research for the F-15 HIDEC (Highly Integrated Digital Electronic Control) program was completed at NASA Dryden Flight Research Center in the fall of 1993. The flight research conducted during the last two years of the HIDEC program included two principal experiments: (1) performance seeking control (PSC), an adaptive, real-time, on-board optimization of engine, inlet, and horizontal tail position on the F-15; and (2) propulsion controlled aircraft (PCA), an augmented flight control system developed for landings as well as up-and-away flight that used only engine thrust (flight controls locked) for flight control. In September 1994, the background details and results of the PSC and PCA experiments were presented in an electronic workshop, accessible through the Dryden World Wide Web (http://www.dfrc.nasa.gov/dryden.html) and as a compact disk.

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

Science.gov (United States)

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

Theseus Landing Following Maiden Flight

Science.gov (United States)

1996-01-01

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

Theseus on Take-off for First Flight

Science.gov (United States)

1996-01-01

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

Theseus First Flight - May 24, 1996

Science.gov (United States)

1996-01-01

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

NASA/RAE cooperation on a knowlede based flight status monitor

Science.gov (United States)

Butler, G. F.; Duke, E. L.

1989-01-01

As part of a US/UK cooperative aeronautical research pragram, a joint activity between the Dryden Flight Research Facility of the NASA Ames Research Center (Ames-Dryden) and the Royal Aerospace Establishment (RAE) on Knowledge Based Systems was established. Under the agreement, a Flight Status Monitor Knowledge base developed at Ames-Dryden was implemented using the real-time IKBS toolkit, MUSE, which was developed in the UK under RAE sponsorship. The Flight Status Monitor is designed to provide on-line aid to the flight test engineer in the interpretation of system health and status by storing expert knowledge of system behavior in an easily accessible form. The background to the cooperation is described and the details of the Flight Status Monitor, the MUSE implementation are presented.

Theseus Waits on Lakebed for First Flight

Science.gov (United States)

1996-01-01

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

Former Dryden pilot and NASA astronaut Neil Armstrong

Science.gov (United States)

1991-01-01

Famed astronaut Neil A. Armstrong, the first man to set foot on the moon during the historic Apollo 11 space mission in July 1969, served for seven years as a research pilot at the NACA-NASA High-Speed Flight Station, now the Dryden Flight Research Center, at Edwards, California, before he entered the space program. Armstrong joined the National Advisory Committee for Aeronautics (NACA) at the Lewis Flight Propulsion Laboratory (later NASA's Lewis Research Center, Cleveland, Ohio, and today the Glenn Research Center) in 1955. Later that year, he transferred to the High-Speed Flight Station at Edwards as an aeronautical research scientist and then as a pilot, a position he held until becoming an astronaut in 1962. He was one of nine NASA astronauts in the second class to be chosen. As a research pilot Armstrong served as project pilot on the F-100A and F-100C aircraft, F-101, and the F-104A. He also flew the X-1B, X-5, F-105, F-106, B-47, KC-135, and Paresev. He left Dryden with a total of over 2450 flying hours. He was a member of the USAF-NASA Dyna-Soar Pilot Consultant Group before the Dyna-Soar project was cancelled, and studied X-20 Dyna-Soar approaches and abort maneuvers through use of the F-102A and F5D jet aircraft. Armstrong was actively engaged in both piloting and engineering aspects of the X-15 program from its inception. He completed the first flight in the aircraft equipped with a new flow-direction sensor (ball nose) and the initial flight in an X-15 equipped with a self-adaptive flight control system. He worked closely with designers and engineers in development of the adaptive system, and made seven flights in the rocket plane from December 1960 until July 1962. During those fights he reached a peak altitude of 207,500 feet in the X-15-3, and a speed of 3,989 mph (Mach 5.74) in the X-15-1. Armstrong has a total of 8 days and 14 hours in space, including 2 hours and 48 minutes walking on the Moon. In March 1966 he was commander of the Gemini 8

Intelligent Flight Control System and Aeronautics Research at NASA Dryden

Science.gov (United States)

Brown, Nelson A.

2009-01-01

This video presentation reviews the F-15 Intelligent Flight Control System and contains clips of flight tests and aircraft performance in the areas of target tracking, takeoff and differential stabilators. Video of the APG milestone flight 1g formation is included.

Flight experience with lightweight, low-power miniaturized instrumentation systems

Science.gov (United States)

Hamory, Philip J.; Murray, James E.

1992-01-01

Engineers at the NASA Dryden Flight Research Facility (NASA-Dryden) have conducted two flight research programs with lightweight, low-power miniaturized instrumentation systems built around commercial data loggers. One program quantified the performance of a radio-controlled model airplane. The other program was a laminar boundary-layer transition experiment on a manned sailplane. The purpose of this paper is to report NASA-Dryden personnel's flight experience with the miniaturized instrumentation systems used on these two programs. The paper will describe the data loggers, the sensors, and the hardware and software developed to complete the systems. The paper also describes how the systems were used and covers the challenges encountered to make them work. Examples of raw data and derived results will be shown as well. Finally, future plans for these systems will be discussed.

A biased historical perspective of women in the engineering field at Dryden from 1946 to November 1992

Science.gov (United States)

Powers, Sheryll Goecke

1994-01-01

Being a woman in engineering, and in particular, being the woman with the dubious distinction of having the most years at Dryden, gives the author a long-term perspective on the women who worked in the engineering field and their working environment. The working environment for the women was influenced by two main factors. One factor was the Dryden's growth of 14 persons (2 of them women) at the end of 1946 to the present size. The other factor was the need for programming knowledge when the digital computers came into use. Women have been involved with flight research at Dryden since the days of the first transonic and supersonic airplanes. This paper uses available records, along with memory, to document the number of women in engineering at Dryden, to comment about observed trends, and to make personal observations.

An Indispensable Ingredient: Flight Research and Aircraft Design

Science.gov (United States)

Gorn, Michael H.

2003-01-01

Flight research-the art of flying actual vehicles in the atmosphere in order to collect data about their behavior-has played a historic and decisive role in the design of aircraft. Naturally, wind tunnel experiments, computational fluid dynamics, and mathematical analyses all informed the judgments of the individuals who conceived of new aircraft. But flight research has offered moments of realization found in no other method. Engineer Dale Reed and research pilot Milt Thompson experienced one such epiphany on March 1, 1963, at the National Aeronautics and Space Administration s Dryden Flight Research Center in Edwards, California. On that date, Thompson sat in the cockpit of a small, simple, gumdrop-shaped aircraft known as the M2-F1, lashed by a long towline to a late-model Pontiac Catalina. As the Pontiac raced across Rogers Dry Lake, it eventually gained enough speed to make the M2-F1 airborne. Thompson braced himself for the world s first flight in a vehicle of its kind, called a lifting body because of its high lift-to-drag ratio. Reed later recounted what he saw:

Flight Demonstration of X-33 Vehicle Health Management System Components on the F/A-18 Systems Research Aircraft

Science.gov (United States)

Schweikhard, Keith A.; Richards, W. Lance; Theisen, John; Mouyos, William; Garbos, Raymond

2001-01-01

The X-33 reusable launch vehicle demonstrator has identified the need to implement a vehicle health monitoring system that can acquire data that monitors system health and performance. Sanders, a Lockheed Martin Company, has designed and developed a COTS-based open architecture system that implements a number of technologies that have not been previously used in a flight environment. NASA Dryden Flight Research Center and Sanders teamed to demonstrate that the distributed remote health nodes, fiber optic distributed strain sensor, and fiber distributed data interface communications components of the X-33 vehicle health management (VHM) system could be successfully integrated and flown on a NASA F-18 aircraft. This paper briefly describes components of X-33 VHM architecture flown at Dryden and summarizes the integration and flight demonstration of these X-33 VHM components. Finally, it presents early results from the integration and flight efforts.

Conversion from Engineering Units to Telemetry Counts on Dryden Flight Simulators

Science.gov (United States)

Fantini, Jay A.

1998-01-01

Dryden real-time flight simulators encompass the simulation of pulse code modulation (PCM) telemetry signals. This paper presents a new method whereby the calibration polynomial (from first to sixth order), representing the conversion from counts to engineering units (EU), is numerically inverted in real time. The result is less than one-count error for valid EU inputs. The Newton-Raphson method is used to numerically invert the polynomial. A reverse linear interpolation between the EU limits is used to obtain an initial value for the desired telemetry count. The method presented here is not new. What is new is how classical numerical techniques are optimized to take advantage of modem computer power to perform the desired calculations in real time. This technique makes the method simple to understand and implement. There are no interpolation tables to store in memory as in traditional methods. The NASA F-15 simulation converts and transmits over 1000 parameters at 80 times/sec. This paper presents algorithm development, FORTRAN code, and performance results.

Development and Flight Testing of a Neural Network Based Flight Control System on the NF-15B Aircraft

Science.gov (United States)

Bomben, Craig R.; Smolka, James W.; Bosworth, John T.; Silliams-Hayes, Peggy S.; Burken, John J.; Larson, Richard R.; Buschbacher, Mark J.; Maliska, Heather A.

2006-01-01

The Intelligent Flight Control System (IFCS) project at the NASA Dryden Flight Research Center, Edwards AFB, CA, has been investigating the use of neural network based adaptive control on a unique NF-15B test aircraft. The IFCS neural network is a software processor that stores measured aircraft response information to dynamically alter flight control gains. In 2006, the neural network was engaged and allowed to learn in real time to dynamically alter the aircraft handling qualities characteristics in the presence of actual aerodynamic failure conditions injected into the aircraft through the flight control system. The use of neural network and similar adaptive technologies in the design of highly fault and damage tolerant flight control systems shows promise in making future aircraft far more survivable than current technology allows. This paper will present the results of the IFCS flight test program conducted at the NASA Dryden Flight Research Center in 2006, with emphasis on challenges encountered and lessons learned.

F-14 in banked flight

Science.gov (United States)

1979-01-01

NASA 991, an F-14 Navy Tomcat designated the F-14 (1X), is seen here in banked flight over the desert on a research flight at NASA's Dryden Flight Research Center, Edwards, California. The F-14 was used at Dryden between 1979 and 1985 in extensive high-angle-of-attack and spin-control-and-recovery tests. The NASA/Navy program, which included 212 total flights, acheived considerable improvement in the F-14 high-angle-of-attack flying qualities, improved departure and spin resistance, and contributed to substantial improvements in reducing 'wing rock,' (i.e., tilting from one side to another), at high angles of attack. The Navy had been experiencing inadvertant spin entries caused by the F-14's aileron rudder interconnect. The NASA/Navy/Grumman team developed and tested 4 different configurations of the aileron rudder interconnect to address the spin problem. These problems prompted the Navy to ask the manufacturer, Grumman, and NASA to investigate the issue. NASA 991 had numerous special additions for high-angle-of-attack and spin-recovery research. These included a battery-powered auxiliary power unit, a flight test nose boom, and a special spin recovery system, consisting of forward mounted, hydraulically actuated canards and an emergency spin chute. NASA's F-14 was first flown by NASA research pilots, but was later flown by Grumman, and by Navy test pilots from Patuxent River Naval Air Station (NAS). The Navy test flights with the spin research vehicle constituted the first program that incorporated air combat maneuvering in its test flights at Dryden. The Navy brought F-14s from Point Mugu and Miramar NAS in San Diego to test the new spin control laws in combat situations. Although the new control laws proved valuable, the Navy did not incorporate them into production F-14s until the F-14D, nearly 15 years later.

Eclipse takeoff and flight

Science.gov (United States)

1998-01-01

This 25-second clip shows the QF-106 'Delta Dart' tethered to the USAF C-141A during takeoff and in flight. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate the reusable tow launch vehicle concept developed by KST. Kelly hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable; actual flight measured values of tow rope tension were well within predictions

An American knowledge base in England - Alternate implementations of an expert system flight status monitor

Science.gov (United States)

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

1989-01-01

A joint activity between the Dryden Flight Research Facility of the NASA Ames Research Center (Ames-Dryden) and the Royal Aerospace Establishment (RAE) on knowledge-based systems has been agreed. Under the agreement, a flight status monitor knowledge base developed at Ames-Dryden has been implemented using the real-time AI (artificial intelligence) toolkit MUSE, which was developed in the UK. Here, the background to the cooperation is described and the details of the flight status monitor and a prototype MUSE implementation are presented. It is noted that the capabilities of the expert-system flight status monitor to monitor data downlinked from the flight test aircraft and to generate information on the state and health of the system for the test engineers provides increased safety during flight testing of new systems. Furthermore, the expert-system flight status monitor provides the systems engineers with ready access to the large amount of information required to describe a complex aircraft system.

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

Science.gov (United States)

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

1989-01-01

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

Integrating NASA Dryden Research Endeavors into the Teaching-Learning of Mathematics in the K-12 Classroom via the WWW

Science.gov (United States)

Ward, Robin A.

2002-01-01

The primary goal of this project was to continue populating the currently existing web site developed in 1998 in conjunction with the NASA Dryden Flight Research Center and California Polytechnic State University, with more mathematics lesson plans and activities that K-12 teachers, students, home-schoolers, and parents could access. All of the activities, while demonstrating some mathematical topic, also showcase the research endeavors of the NASA Dryden Flight Research Center. The website is located at: http://daniel.calpoly.edu/dfrc/Robin. The secondary goal of this project was to share the web-based activities with educators at various conferences and workshops. To address the primary goal of this project, over the past year, several new activities were posted on the web site and some of the existing activities were enhanced to contain more video clips, photos, and materials for teachers. To address the project's secondary goal, the web-based activities were showcased at several conferences and workshops. Additionally, in order to measure and assess the outreach impact of the web site, a link to the web site hitbox.com was established in April 2001, which allowed for the collection of traffic statistics against the web site (such as the domains of visitors, the frequency of visitors to this web site, etc.) Provided is a description of some of the newly created activities posted on the web site during the project period of 2001-2002, followed by a description of the conferences and workshops at which some of the web-based activities were showcased. Next is a brief summary of the web site's traffic statistics demonstrating its worldwide educational impact, followed by a listing of some of the awards and accolades the web site has received.

X-36 Tailless Fighter Agility Research Aircraft in flight

Science.gov (United States)

1997-01-01

The lack of a vertical tail on the X-36 technology demonstrator is evident as the remotely piloted aircraft flies a low-altitude research flight above Rogers Dry Lake at Edwards Air Force Base in the California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three

Eclipse - tow flight closeup and release

Science.gov (United States)

1998-01-01

This clip, running 15 seconds in length, shows the QF-106 'Delta Dart' gear down, with the tow rope secured to the attachment point above the aircraft nose. First there is a view looking back from the C-141A, then looking forward from the nose of the QF-106, and finally a shot of the aircraft being released from the tow rope. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate a reusable tow launch vehicle concept developed by KST. Kelly Space and Technology hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed

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

Science.gov (United States)

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

F-15 Intelligent Flight Control System and Aeronautics Research at NASA Dryden

Science.gov (United States)

Brown, Nelson A.

2009-01-01

This viewgraph presentation reviews the F-15 Intelligent Flight Control System and Aeronautics including Autonomous Aerial Refueling Demonstrations, X-48B Blended Wing Body, F-15 Quiet Spike, and NF-15 Intelligent Flight Controls.

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

Science.gov (United States)

Cosentino, Gary B.

2007-01-01

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

Former Dryden pilot and NASA astronaut Neil Armstrong being inducted into the Aerospace Walk of Hono

Science.gov (United States)

1991-01-01

Famed astronaut Neil A. Armstrong, the first man to set foot on the moon during the historic Apollo 11 space mission in July 1969, served for seven years as a research pilot at the NACA-NASA High-Speed Flight Station, now the Dryden Flight Research Center, at Edwards, California, before he entered the space program. Armstrong joined the National Advisory Committee for Aeronautics (NACA) at the Lewis Flight Propulsion Laboratory (later NASA's Lewis Research Center, Cleveland, Ohio, and today the Glenn Research Center) in 1955. Later that year, he transferred to the High-Speed Flight Station at Edwards as an aeronautical research scientist and then as a pilot, a position he held until becoming an astronaut in 1962. He was one of nine NASA astronauts in the second class to be chosen. As a research pilot Armstrong served as project pilot on the F-100A and F-100C aircraft, F-101, and the F-104A. He also flew the X-1B, X-5, F-105, F-106, B-47, KC-135, and Paresev. He left Dryden with a total of over 2450 flying hours. He was a member of the USAF-NASA Dyna-Soar Pilot Consultant Group before the Dyna-Soar project was cancelled, and studied X-20 Dyna-Soar approaches and abort maneuvers through use of the F-102A and F5D jet aircraft. Armstrong was actively engaged in both piloting and engineering aspects of the X-15 program from its inception. He completed the first flight in the aircraft equipped with a new flow-direction sensor (ball nose) and the initial flight in an X-15 equipped with a self-adaptive flight control system. He worked closely with designers and engineers in development of the adaptive system, and made seven flights in the rocket plane from December 1960 until July 1962. During those fights he reached a peak altitude of 207,500 feet in the X-15-3, and a speed of 3,989 mph (Mach 5.74) in the X-15-1. Armstrong has a total of 8 days and 14 hours in space, including 2 hours and 48 minutes walking on the Moon. In March 1966 he was commander of the Gemini 8

MD-11 PCA - Research flight team photo

Science.gov (United States)

1995-01-01

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

Research and technology, 1993

Science.gov (United States)

1994-01-01

Selected research and technology activities at Ames Research Center, including the Moffett Field site and the Dryden Flight Research Facility, are summarized. These activities exemplify the center's varied and productive research efforts for 1993. This year's report presents some of the challenging work recently accomplished in the areas of aerospace systems, flight operations and research, aerophysics, and space research.

1991 research and technology

Science.gov (United States)

1992-01-01

Selected research and technology activities at Ames Research Center, including the Moffett Field site and the Dryden Flight Research Facility, are summarized. These activities exemplify the Center's varied and productive research efforts for 1991.

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

Science.gov (United States)

Frederick, Michael A.; Ratnayake, Nalin A.

2011-01-01

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

DAST in Flight

Science.gov (United States)

1980-01-01

The modified BQM-34 Firebee II drone with Aeroelastic Research Wing (ARW-1), a supercritical airfoil, during a 1980 research flight. The remotely-piloted vehicle, which was air launched from NASA's NB-52B mothership, participated in the Drones for Aerodynamic and Structural Testing (DAST) program which ran from 1977 to 1983. The DAST 1 aircraft (Serial #72-1557), pictured, crashed on 12 June 1980 after its right wing ripped off during a test flight near Cuddeback Dry Lake, California. The crash occurred on the modified drone's third free flight. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of

Perseus Post-flight

Science.gov (United States)

1991-01-01

Crew members check out the Perseus proof-of-concept vehicle on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, after a test flight in 1991. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved

X-36 during First Flight

Science.gov (United States)

1997-01-01

The remotely-piloted X-36 Tailless Fighter Agility Research Aircraft climbs out from Rogers Dry Lake at the Dryden Flight Research Center on its first flight in May 1997. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19

Perseus in Flight

Science.gov (United States)

1991-01-01

The Perseus proof-of-concept vehicle flies over Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, to test basic design concepts for the remotely-piloted, high-altitude vehicle. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA

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

Science.gov (United States)

1964-01-01

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

X-36 Taking off During First Flight

Science.gov (United States)

1997-01-01

The X-36 remotely piloted aircraft lifts off on its first flight, May 17, 1997, at NASA's Dryden Flight Research Center, Edwards, California. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet

Perseus A in Flight with Moon

Science.gov (United States)

1994-01-01

The Perseus A, a remotely-piloted, high-altitude research aircraft, is seen here framed against the moon and sky during a research mission at the Dryden Flight Research Center, Edwards, California in August 1994. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft

NASA Dryden Status: Aerospace Control and Guidance Sub-Committee Meeting 109

Science.gov (United States)

Jacobson, Steven R.

2012-01-01

NASA Dryden has been engaging in some exciting work that will enable lighter weight and more fuel efficient vehicles through advanced control and dynamics technologies. The main areas of emphasis are Enabling Light-weight Flexible Structures, real time control surface optimization for fuel efficiency and autonomous formation flight. This presentation provides a description of the current and upcoming work in these areas. Additionally, status is for the Dreamchaser pilot training activity and KQ-X autonomous aerial refueling.

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

Science.gov (United States)

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-43

DAST Being Calibrated for Flight in Hangar

Science.gov (United States)

1982-01-01

DAST-2, a modified BQM-34 Firebee II drone, undergoes calibration in a hangar at the NASA Dryden Flight Research Center. After the crash of the first DAST vehicle, project personnel fitted a second Firebee II (serial # 72-1558) with the rebuilt ARW-1 (ARW-1R) wing. The DAST-2 made a captive flight aboard the B-52 on October 29, 1982, followed by a free flight on November 3, 1982. During January and February of 1983, three launch attempts from the B-52 had to be aborted due to various problems. Following this, the project changed the launch aircraft to a DC-130A. Two captive flights occurred in May 1983. The first launch attempt from the DC-130 took place on June 1, 1983. The mothership released the DAST-2, but the recovery system immediately fired without being commanded. The parachute then disconnected from the vehicle, and the DAST-2 crashed into a farm field near Harper Dry Lake. Wags called this the 'Alfalfa Field Impact Test.' These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and

X-36 Being Prepared on Lakebed for First Flight

Science.gov (United States)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepare the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight in May 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet

X-36 in Flight over Mojave Desert during 5th Flight

Science.gov (United States)

1997-01-01

The unusual lines of the X-36 Tailless Fighter Agility Research Aircraft contrast sharply with the desert floor as the remotely-piloted aircraft flies over the Mojave Desert on a June 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of

Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

Science.gov (United States)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted research aircraft, seen here during a test flight in June 1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST

Reliability Block Diagram (RBD) Analysis of NASA Dryden Flight Research Center (DFRC) Flight Termination System and Power Supply

Science.gov (United States)

Morehouse, Dennis V.

2006-01-01

In order to perform public risk analyses for vehicles containing Flight Termination Systems (FTS), it is necessary for the analyst to know the reliability of each of the components of the FTS. These systems are typically divided into two segments; a transmitter system and associated equipment, typically in a ground station or on a support aircraft, and a receiver system and associated equipment on the target vehicle. This analysis attempts to analyze the reliability of the NASA DFRC flight termination system ground transmitter segment for use in the larger risk analysis and to compare the results against two established Department of Defense availability standards for such equipment.

Solar-powered Gossamer Penguin in flight

Science.gov (United States)

1979-01-01

Gossamer Penguin in flight above Rogers Dry Lakebed at Edwards, California, showing the solar panel perpendicular to the wing and facing the sun. Background The first flight of a solar-powered aircraft took place on November 4, 1974, when the remotely controlled Sunrise II, designed by Robert J. Boucher of AstroFlight, Inc., flew following a launch from a catapult. Following this event, AeroVironment, Inc. (founded in 1971 by the ultra-light airplane innovator--Dr. Paul MacCready) took on a more ambitious project to design a human-piloted, solar-powered aircraft. The firm initially took the human-powered Gossamer Albatross II and scaled it down to three-quarters of its previous size for solar-powered flight with a human pilot controlling it. This was more easily done because in early 1980 the Gossamer Albatross had participated in a flight research program at NASA Dryden in a program conducted jointly by the Langley and Dryden research centers. Some of the flights were conducted using a small electric motor for power. Gossamer Penguin The scaled-down aircraft was designated the Gossamer Penguin. It had a 71-foot wingspan compared with the 96-foot span of the Gossamer Albatross. Weighing only 68 pounds without a pilot, it had a low power requirement and thus was an excellent test bed for solar power. AstroFlight, Inc., of Venice, Calif., provided the power plant for the Gossamer Penguin, an Astro-40 electric motor. Robert Boucher, designer of the Sunrise II, served as a key consultant for both this aircraft and the Solar Challenger. The power source for the initial flights of the Gossamer Penguin consisted of 28 nickel-cadmium batteries, replaced for the solar-powered flights by a panel of 3,920 solar cells capable of producing 541 Watts of power. The battery-powered flights took place at Shafter Airport near Bakersfield, Calif. Dr. Paul MacCready's son Marshall, who was 13 years old and weighed roughly 80 pounds, served as the initial pilot for these flights to

Aerodynamics Research Revolutionizes Truck Design

Science.gov (United States)

2008-01-01

During the 1970s and 1980s, researchers at Dryden Flight Research Center conducted numerous tests to refine the shape of trucks to reduce aerodynamic drag and improved efficiency. During the 1980s and 1990s, a team based at Langley Research Center explored controlling drag and the flow of air around a moving body. Aeroserve Technologies Ltd., of Ottawa, Canada, with its subsidiary, Airtab LLC, in Loveland, Colorado, applied the research from Dryden and Langley to the development of the Airtab vortex generator. Airtabs create two counter-rotating vortices to reduce wind resistance and aerodynamic drag of trucks, trailers, recreational vehicles, and many other vehicles.

Flight testing a propulsion-controlled aircraft emergency flight control system on an F-15 airplane

Science.gov (United States)

Burcham, F. W., Jr.; Burken, John; Maine, Trindel A.

1994-01-01

Flight tests of a propulsion-controlled aircraft (PCA) system on an F-15 airplane have been conducted at the NASA Dryden Flight Research Center. The airplane was flown with all flight control surfaces locked both in the manual throttles-only mode and in an augmented system mode. In the latter mode, pilot thumbwheel commands and aircraft feedback parameters were used to position the throttles. Flight evaluation results showed that the PCA system can be used to land an airplane that has suffered a major flight control system failure safely. The PCA system was used to recover the F-15 airplane from a severe upset condition, descend, and land. Pilots from NASA, U.S. Air Force, U.S. Navy, and McDonnell Douglas Aerospace evaluated the PCA system and were favorably impressed with its capability. Manual throttles-only approaches were unsuccessful. This paper describes the PCA system operation and testing. It also presents flight test results and pilot comments.

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

Science.gov (United States)

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

Complete NASA Dryden Staff of 1985, in front of building 4800

Science.gov (United States)

1985-01-01

In 1985 the NASA Ames-Dryden Flight Research Facility employees and contractors gathered around the base of the X-1E for a picture. The X-1E is mounted in front of building 4800, the main building at Dryden. On Wednesday, October 1, 1958, the NACA yellow-backed winged symbol (see E-33718) that represented the National Advisory Committee for Aeronautics for 43-years, was removed from the front of the main building at the NASA High Speed Flight Station, making room for a new insignia belonging to the National Aeronautics and Space Administration. This NASA Insignia was created by retiree James J. Modarelli, former Chief of Technical Publication of Lewis Research Center; designed by the Army Institute of Heraldry; and approved by the Commission of Fine Arts and the NASA Administrator. This official insignia of the NASA is a dark blue disc with white stars. The white hand-cut letters 'NASA' are in the center of the disc and are encircled by a white diagonal orbit. A solid red 'V' shape appears behind and in front of the letters and extends beyond the disc. The 'V' is patterned after an actual wing design being tested by NACA researchers during the late 1950s. This insignia was used from 1958 to 1975 and was affectionately known at the 'meatball,' returning to NASA Insignia status in 1992. In the photo above the NASA Logotype appearing on the front of the main building replaced the NASA Insignia. The NASA Logotype was developed under the Federal Design Improvement Program initiated by the President in 1972, with the preferred color being red. It was approved by the Commission of Fine Arts and the NASA Administrator in October 1975. It symbolized NASA's role in aeronautics and space from 1975 to 1992 and has since been retired. In the logotype, the letters 'NASA' are reduced with the strokes being of one width; the elimination of cross strokes in the two 'A' letters imparts a quality of uniqueness and contemporary character. This familiar logo was known as 'The Worm'. On

DAST Mated to B-52 in Flight - Close-up from Below

Science.gov (United States)

1977-01-01

This photo shows a BQM-34 Firebee II drone being carried aloft under the wing of NASA's B-52 mothership during a 1977 research flight. The Firebee/DAST research program ran from 1977 to 1983 at the NASA Dryden Flight Research Center, Edwards, California. This is the original Firebee II wing. Firebee 72-1564 made three captive flights--on November 25, 1975; May 17, 1976; and June 22, 1977--in preparation for the DAST project with modified wings. These were for checkout of the Firebee's systems and the prelaunch procedures. The first two used a DC-130A aircraft as the launch vehicle, while the third used the B-52. A single free flight using this drone occurred on July 28, 1977. The remote (ground) pilot was NASA research pilot Bill Dana. The launch and flight were successful, and the drone was caught in midair by an HH-53 helicopter. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for

The NASA Earth Research-2 (ER-2) Aircraft: A Flying Laboratory for Earth Science Studies

Science.gov (United States)

Navarro, Robert

2007-01-01

The National Aeronautics and Space Administration Dryden Flight Research Center, Edwards, California, has two Lockheed Martin Corporation (Bethesda, Maryland) Earth Research-2 (ER2) aircraft that serve as high-altitude and long-range flying laboratories. The ER-2 aircraft has been successfully utilized to conduct scientific studies of stratospheric and tropospheric chemistry, land-use mapping, disaster assessment, preliminary testing and calibration and validation of satellite sensors. The research missions for the ER-2 aircraft are planned, implemented, and managed by the Dryden Flight Research Center Science Mission Directorate. Maintenance and instrument payload integration is conducted by Dryden personnel. The ER-2 aircraft provides experimenters with a wide array of payload accommodations areas with suitable environment control with required electrical and mechanical interfaces. Missions may be flown out of Dryden or from remote bases worldwide, according to research requirements. The NASA ER-2 aircraft is utilized by a variety of customers, including U.S. Government agencies, civilian organizations, universities, and state governments. The combination of the ER-2 aircraft s range, endurance, altitude, payload power, payload volume and payload weight capabilities complemented by a trained maintenance and operations team provides an excellent and unique platform system to the science community and other customers.

X-36 in Flight near Edge of Rogers Dry Lake during 5th Flight

Science.gov (United States)

1997-01-01

This photo shows the X-36 Tailless Fighter Agility Research Aircraft passing over the edge of Rogers Dry Lake as the remotely-piloted aircraft flies over Edwards Air Force Base on a June 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of

Design, analysis and control of large transports so that control of engine thrust can be used as a back-up of the primary flight controls. Ph.D. Thesis

Science.gov (United States)

Roskam, Jan; Ackers, Deane E.; Gerren, Donna S.

1995-01-01

A propulsion controlled aircraft (PCA) system has been developed at NASA Dryden Flight Research Center at Edwards Air Force Base, California, to provide safe, emergency landing capability should the primary flight control system of the aircraft fail. As a result of the successful PCA work being done at NASA Dryden, this project investigated the possibility of incorporating the PCA system as a backup flight control system in the design of a large, ultra-high capacity megatransport in such a way that flight path control using only the engines is not only possible, but meets MIL-Spec Level 1 or Level 2 handling quality requirements. An 800 passenger megatransport aircraft was designed and programmed into the NASA Dryden simulator. Many different analysis methods were used to evaluate the flying qualities of the megatransport while using engine thrust for flight path control, including: (1) Bode and root locus plot analysis to evaluate the frequency and damping ratio response of the megatransport; (2) analysis of actual simulator strip chart recordings to evaluate the time history response of the megatransport; and (3) analysis of Cooper-Harper pilot ratings by two NaSA test pilots.

Development and Flight Evaluation of an Emergency Digital Flight Control System Using Only Engine Thrust on an F-15 Airplane

Science.gov (United States)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Webb, Lannie Dean

1996-01-01

A propulsion-controlled aircraft (PCA) system for emergency flight control of aircraft with no flight controls was developed and flight tested on an F-15 aircraft at the NASA Dryden Flight Research Center. The airplane has been flown in a throttles-only manual mode and with an augmented system called PCA in which pilot thumbwheel commands and aircraft feedback parameters were used to drive the throttles. Results from a 36-flight evaluation showed that the PCA system can be used to safety land an airplane that has suffered a major flight control system failure. The PCA system was used to recover from a severe upset condition, descend, and land. Guest pilots have also evaluated the PCA system. This paper describes the principles of throttles-only flight control; a history of loss-of-control accidents; a description of the F-15 aircraft; the PCA system operation, simulation, and flight testing; and the pilot comments.

M2-F1 in flight during low-speed car tow

Science.gov (United States)

1963-01-01

The M2-F1 shown in flight during a low-speed car tow runs across the lakebed. Such tests allowed about two minutes to test the vehicle's handling in flight. NASA Flight Research Center (later redesignated the Dryden Flight Research Center) personnel conducted as many as 8 to 14 ground-tow flights in a single day either to test the vehicle in preparation for air tows or to train pilots to fly the vehicle before they undertook air tows. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30

Design Challenges Encountered in a Propulsion-Controlled Aircraft Flight Test Program

Science.gov (United States)

Maine, Trindel; Burken, John; Burcham, Frank; Schaefer, Peter

1994-01-01

The NASA Dryden Flight Research Center conducted flight tests of a propulsion-controlled aircraft system on an F-15 airplane. This system was designed to explore the feasibility of providing safe emergency landing capability using only the engines to provide flight control in the event of a catastrophic loss of conventional flight controls. Control laws were designed to control the flightpath and bank angle using only commands to the throttles. Although the program was highly successful, this paper highlights some of the challenges associated with using engine thrust as a control effector. These challenges include slow engine response time, poorly modeled nonlinear engine dynamics, unmodeled inlet-airframe interactions, and difficulties with ground effect and gust rejection. Flight and simulation data illustrate these difficulties.

Perseus A, Part of the ERAST Program, in Flight

Science.gov (United States)

1993-01-01

The Perseus A remotely-piloted research vehicle flies low over Rogers Dry Lake on its maiden voyage Dec. 21, 1993, at the Dryden Flight Research Center, Edwards, California. The Perseus, designed and built by Aurora Flight Sciences Corp., was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999

Development of a Multi-Disciplinary Aerothermostructural Model Applicable to Hypersonic Flight

Science.gov (United States)

Kostyk, Chris; Risch, Tim

2013-01-01

The harsh and complex hypersonic flight environment has driven design and analysis improvements for many years. One of the defining characteristics of hypersonic flight is the coupled, multi-disciplinary nature of the dominant physics. In an effect to examine some of the multi-disciplinary problems associated with hypersonic flight engineers at the NASA Dryden Flight Research Center developed a non-linear 6 degrees-of-freedom, full vehicle simulation that includes the necessary model capabilities: aerothermal heating, ablation, and thermal stress solutions. Development of the tool and results for some investigations will be presented. Requirements and improvements for future work will also be reviewed. The results of the work emphasize the need for a coupled, multi-disciplinary analysis to provide accurate

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

Science.gov (United States)

1998-01-01

The NASA SR-71A successfully completed its first cold flow flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California on March 4, 1998. During a cold flow flight, gaseous helium and liquid nitrogen are cycled through the linear aerospike engine to check the engine's plumbing system for leaks and to check the engine operating characterisitics. Cold-flow tests must be accomplished successfully before firing the rocket engine experiment in flight. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards at 12:13 p.m. PST. 'I think all in all we had a good mission today,' Dryden LASRE Project Manager Dave Lux said. Flight crew member Bob Meyer agreed, saying the crew 'thought it was a really good flight.' Dryden Research Pilot Ed Schneider piloted the SR-71 during the mission. Lockheed Martin LASRE Project Manager Carl Meade added, 'We are extremely pleased with today's results. This will help pave the way for the first in-flight engine data-collection flight of the LASRE.' The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous

NASA Administrator Sean O'Keefe, left, learned about the Mach 10 X-43 research vehicle from manager

Science.gov (United States)

2002-01-01

NASA Administrator Sean O'Keefe left, learned about the Mach 10 X-43 research vehicle from manager, Joel Sitz during O'Keefe's visit to the NASA Dryden Flight Research Center, Edwards, California, January 31, 2002.

X-36 in Flight over Mojave Desert

Science.gov (United States)

1997-01-01

The unusual lines of the X-36 technology demonstrator contrast sharply with the desert floor as the remotely piloted aircraft scoots across the California desert at low altitude during a research flight on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with

A Flight Research Overview of WSPR, a Pilot Project for Sonic Boom Community Response

Science.gov (United States)

Cliatt, Larry James; Haering, Ed; Jones, Thomas P.; Waggoner, Erin R.; Flattery, Ashley K.; Wiley, Scott L.

2014-01-01

In support of NASAs ongoing effort to bring supersonic commercial travel to the public, NASA Dryden Flight Research Center and NASA Langley Research Center, in cooperation with other industry organizations, conducted a flight research experiment to identify the methods, tools, and best practices for a large-scale quiet (or low) sonic boom community human response test. The name of the effort was Waveforms and Sonic boom Perception and Response. Such tests will go towards building a dataset that governing agencies like the Federal Aviation Administration and International Civil Aviation Organization will use to establish regulations for acceptable sound levels of overland sonic booms. Until WSPR, there had never been an effort that studied the response of people in their own homes and performing daily activities to non-traditional, low sonic booms.WSPR was a NASA collaborative effort with several industry partners, in response to a NASA Aeronautics Research Mission Directorate Research Opportunities in Aeronautics. The primary contractor was Wyle. Other partners included Gulfstream Aerospace Corporation, Pennsylvania State University, Tetra Tech, and Fidell Associates, Inc.A major objective of the effort included exposing a community with the sonic boom magnitudes and occurrences expected in high-air traffic regions with a network of supersonic commercial aircraft in place. Low-level sonic booms designed to simulate those produced by the next generation of commercial supersonic aircraft were generated over a small residential community. The sonic boom footprint was recorded with an autonomous wireless microphone array that spanned the entire community. Human response data was collected using multiple survey methods. The research focused on essential elements of community response testing including subject recruitment, survey methods, instrumentation systems, flight planning and operations, and data analysis methods.This paper focuses on NASAs role in the efforts

Preliminary Flight Results of a Fly-by-throttle Emergency Flight Control System on an F-15 Airplane

Science.gov (United States)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. Gordon; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies were followed by flight tests. The principles of throttles only control, the F-15 airplane, the augmented system, and the flight results including actual landings with throttles-only control are discussed.

Verification and Validation of Flight-Critical Systems

Science.gov (United States)

Brat, Guillaume

2010-01-01

For the first time in many years, the NASA budget presented to congress calls for a focused effort on the verification and validation (V&V) of complex systems. This is mostly motivated by the results of the VVFCS (V&V of Flight-Critical Systems) study, which should materialize as a a concrete effort under the Aviation Safety program. This talk will present the results of the study, from requirements coming out of discussions with the FAA and the Joint Planning and Development Office (JPDO) to technical plan addressing the issue, and its proposed current and future V&V research agenda, which will be addressed by NASA Ames, Langley, and Dryden as well as external partners through NASA Research Announcements (NRA) calls. This agenda calls for pushing V&V earlier in the life cycle and take advantage of formal methods to increase safety and reduce cost of V&V. I will present the on-going research work (especially the four main technical areas: Safety Assurance, Distributed Systems, Authority and Autonomy, and Software-Intensive Systems), possible extensions, and how VVFCS plans on grounding the research in realistic examples, including an intended V&V test-bench based on an Integrated Modular Avionics (IMA) architecture and hosted by Dryden.

Perseus A High Altitude Remotely Piloted Aircraft being Towed in Flight

Science.gov (United States)

1994-01-01

Perseus A, a remotely piloted, high-altitude research vehicle designed by Aurora Flight Sciences Corp., takes off from Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California. The Perseus was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the

Flight test of the X-29A at high angle of attack: Flight dynamics and controls

Science.gov (United States)

Bauer, Jeffrey E.; Clarke, Robert; Burken, John J.

1995-01-01

The NASA Dryden Flight Research Center has flight tested two X-29A aircraft at low and high angles of attack. The high-angle-of-attack tests evaluate the feasibility of integrated X-29A technologies. More specific objectives focus on evaluating the high-angle-of-attack flying qualities, defining multiaxis controllability limits, and determining the maximum pitch-pointing capability. A pilot-selectable gain system allows examination of tradeoffs in airplane stability and maneuverability. Basic fighter maneuvers provide qualitative evaluation. Bank angle captures permit qualitative data analysis. This paper discusses the design goals and approach for high-angle-of-attack control laws and provides results from the envelope expansion and handling qualities testing at intermediate angles of attack. Comparisons of the flight test results to the predictions are made where appropriate. The pitch rate command structure of the longitudinal control system is shown to be a valid design for high-angle-of-attack control laws. Flight test results show that wing rock amplitude was overpredicted and aileron and rudder effectiveness were underpredicted. Flight tests show the X-29A airplane to be a good aircraft up to 40 deg angle of attack.

SR-71B - in Flight with F-18 Chase Aircraft - View from Air Force Tanker

Science.gov (United States)

1996-01-01

NASA 831, an SR-71B operated by the Dryden Flight Research Center, Edwards, California, cruises over the Mojave Desert with an F/A-18 Hornet flying safety chase. They were photographed on a 1996 mission from an Air Force refueling tanker The F/A-18 Hornet is used primarily as a safety chase and support aircraft at Dryden. As support aircraft, the F-18s are used for safety chase, pilot proficiency and aerial photography. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used

The development of an airborne information management system for flight test

Science.gov (United States)

Bever, Glenn A.

1992-01-01

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

DAST in Flight just after Structural Failure of Right Wing

Science.gov (United States)

1980-01-01

Two BQM-34 Firebee II drones were modified with supercritical airfoils, called the Aeroelastic Research Wing (ARW), for the Drones for Aerodynamic and Structural Testing (DAST) program, which ran from 1977 to 1983. This photo, taken 12 June 1980, shows the DAST-1 (Serial #72-1557) immediately after it lost its right wing after suffering severe wing flutter. The vehicle crashed near Cuddeback Dry Lake. The Firebee II was selected for the DAST program because its standard wing could be removed and replaced by a supercritical wing. The project's digital flutter suppression system was intended to allow lighter wing structures, which would translate into better fuel economy for airliners. Because the DAST vehicles were flown intentionally at speeds and altitudes that would cause flutter, the program anticipated that crashes might occur. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

Science.gov (United States)

1998-01-01

The Perseus B remotely piloted aircraft taxis on the runway at Edwards Air Force Base, California, before a series of development flights at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus

Preliminary flight test results of a fly-by-throttle emergency flight control system on an F-15 airplane

Science.gov (United States)

Burcham, Frank W., Jr.; Maine, Trindel A.; Fullerton, C. G.; Wells, Edward A.

1993-01-01

A multi-engine aircraft, with some or all of the flight control system inoperative, may use engine thrust for control. NASA Dryden has conducted a study of the capability and techniques for this emergency flight control method for the F-15 airplane. With an augmented control system, engine thrust, along with appropriate feedback parameters, is used to control flightpath and bank angle. Extensive simulation studies have been followed by flight tests. This paper discusses the principles of throttles-only control, the F-15 airplane, the augmented system, and the flight results including landing approaches with throttles-only control to within 10 ft of the ground.

Perseus B over Edwards AFB on a Development Flight

Science.gov (United States)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely-piloted research aircraft, seen here during a test flight in April1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST

DAST in Flight Showing Diverging Wingtip Oscillations

Science.gov (United States)

1980-01-01

Two BQM-34 Firebee II drones were modified with supercritical airfoils, called the Aeroelastic Research Wing (ARW), for the Drones for Aerodynamic and Structural Testing (DAST) program, which ran from 1977 to 1983. In this view of DAST-1 (Serial # 72-1557), taken on June 12, 1980, severe wingtip flutter is visible. Moments later, the right wing failed catastrophically and the vehicle crashed near Cuddeback Dry Lake. Before the drone was lost, it had made two captive and two free flights. Its first free flight, on October 2, 1979, was cut short by an uplink receiver failure. The drone was caught in midair by an HH-3 helicopter. The second free flight, on March 12, 1980, was successful, ending in a midair recovery. The third free flight, made on June 12, was to expand the flutter envelope. All of these missions launched from the NASA B-52. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than

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

Science.gov (United States)

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

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

Science.gov (United States)

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

2014-01-01

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

The 1985 National Aeronautics and Space Administration's Summer High School Apprenticeship Research Program (SHARP)

Science.gov (United States)

1985-01-01

In 1985, a total of 126 talented high school students gained first hand knowledge about science and engineering careers by working directly with a NASA scientist or engineer during the summer. This marked the sixth year of operation for NASA's Summer High School Apprenticeship Research Program (SHARP). The major priority of maintaining the high standards and success of prior years was satisfied. The following eight sites participated in the Program: Ames Research Center, Ames' Dryden Flight Research Facility, Goddard Space Flight Center, Goddard's Wallop Flight Facility, Kennedy Space Center, Langley Research Center, Lewis Research Center, and Marshall Space Flight Center. Tresp Associates served as the SHARP contractor and worked closely with NASA staff at headquarters and the sites just mentioned to plan, implement, and evaluate the program.

F-8 Digital Fly-by-Wire (DFBW) in flight over snow capped mountains

Science.gov (United States)

1973-01-01

F-8 Digital Fly-by-Wire (DFBW) aircraft in flight over snow capped mountains. Externally identical to a standard Navy F-8C, this aircraft had its control system replaced initially by a primary system using an Apollo digital computer. The backup system used three analog computers. When the pilot moved the airplane's stick and rudder, electronic signals went to the computer, which would generate signals to move the control surfaces. The system was designed so that the digital fly-by-wire aircraft would handle almost identically to a standard F-8C. Later, in Phase 2, the aircraft used three IBM AP-101 computers for its flight control system. The F-8 Digital Fly-By-Wire (DFBW) flight research project validated the principal concepts of all-electric flight control systems now used on nearly all modern high-performance aircraft and on military and civilian transports. The first flight of the 13-year project was on May 25, 1972, with research pilot Gary E. Krier at the controls of a modified F-8C Crusader that served as the testbed for the fly-by-wire technologies. The project was a joint effort between the NASA Flight Research Center, Edwards, California, (now the Dryden Flight Research Center) and Langley Research Center. It included a total of 211 flights. The last flight was December 16, 1985, with Dryden research pilot Ed Schneider at the controls. The F-8 DFBW system was the forerunner of current fly-by-wire systems used in the space shuttles and on today's military and civil aircraft to make them safer, more maneuverable, and more efficient. Electronic fly-by-wire systems replaced older hydraulic control systems, freeing designers to design aircraft with reduced in-flight stability. Fly-by-wire systems are safer because of their redundancies. They are more maneuverable because computers can command more frequent adjustments than a human pilot can. For airliners, computerized control ensures a smoother ride than a human pilot alone can provide. Digital

Pegasus hypersonic flight research

Science.gov (United States)

Curry, Robert E.; Meyer, Robert R., Jr.; Budd, Gerald D.

1992-01-01

Hypersonic aeronautics research using the Pegasus air-launched space booster is described. Two areas are discussed in the paper: previously obtained results from Pegasus flights 1 and 2, and plans for future programs. Proposed future research includes boundary-layer transition studies on the airplane-like first stage and also use of the complete Pegasus launch system to boost a research vehicle to hypersonic speeds. Pegasus flight 1 and 2 measurements were used to evaluate the results of several analytical aerodynamic design tools applied during the development of the vehicle as well as to develop hypersonic flight-test techniques. These data indicated that the aerodynamic design approach for Pegasus was adequate and showed that acceptable margins were available. Additionally, the correlations provide insight into the capabilities of these analytical tools for more complex vehicles in which design margins may be more stringent. Near-term plans to conduct hypersonic boundary-layer transition studies are discussed. These plans involve the use of a smooth metallic glove at about the mid-span of the wing. Longer-term opportunities are proposed which identify advantages of the Pegasus launch system to boost large-scale research vehicles to the real-gas hypersonic flight regime.

AD-1 with research pilot Richard E. Gray

Science.gov (United States)

1982-01-01

Standing in front of the AD-1 Oblique Wing research aircraft is research pilot Richard E. Gray. Richard E. Gray joined National Aeronautics and Space Administration's Johnson Space Center, Houston, Texas, in November 1978, as an aerospace research pilot. In November 1981, Dick joined the NASA's Ames-Dryden Flight Research Facility, Edwards, California, as a research pilot. Dick was a former Co-op at the NASA Flight Research Center (a previous name of the Ames-Dryden Flight Research Facility), serving as an Operations Engineer. At Ames-Dryden, Dick was a pilot for the F-14 Aileron Rudder Interconnect Program, AD-1 Oblique Wing Research Aircraft, F-8 Digital Fly-By-Wire and Pilot Induced Oscillations investigations. He also flew the F-104, T-37, and the F-15. On November 8, 1982, Gray was fatally injured in a T-37 jet aircraft while making a pilot proficiency flight. Dick graduated with a Bachelors degree in Aeronautical Engineering from San Jose State University in 1969. He joined the U.S. Navy in July 1969, becoming a Naval Aviator in January 1971, when he was assigned to F-4 Phantoms at Naval Air Station (NAS) Miramar, California. In 1972, he flew 48 combat missions in Vietnam in F-4s with VF-111 aboard the USS Coral Sea. After making a second cruise in 1973, Dick was assigned to Air Test and Evaluation Squadron Four (VX-4) at NAS Point Mugu, California, as a project pilot on various operational test and evaluation programs. In November 1978, Dick retired from the Navy and joined NASA's Johnson Space Center. At JSC Gray served as chief project pilot on the WB-57F high-altitude research projects and as the prime television chase pilot in a T-38 for the landing portion of the Space Shuttle orbital flight tests. Dick had over 3,000 hours in more than 30 types of aircraft, an airline transport rating, and 252 carrier arrested landings. He was a member of the Society of Experimental Test Pilots serving on the Board of Directors as Southwest Section Technical Adviser in

Theseus Assembly Sequence #2

Science.gov (United States)

1996-01-01

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

Theseus Assembly Sequence #3

Science.gov (United States)

1996-01-01

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

Theseus Engine Being Unloaded

Science.gov (United States)

1996-01-01

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

Theseus Assembly Sequence #1

Science.gov (United States)

1996-01-01

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

Theseus Tail Being Unloaded

Science.gov (United States)

1996-01-01

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

An Overview of NASA's Subsonic Research Aircraft Testbed (SCRAT)

Science.gov (United States)

Baumann, Ethan; Hernandez, Joe; Ruhf, John C.

2013-01-01

National Aeronautics and Space Administration Dryden Flight Research Center acquired a Gulfstream III (GIII) aircraft to serve as a testbed for aeronautics flight research experiments. The aircraft is referred to as SCRAT, which stands for SubsoniC Research Aircraft Testbed. The aircraft's mission is to perform aeronautics research; more specifically raising the Technology Readiness Level (TRL) of advanced technologies through flight demonstrations and gathering high-quality research data suitable for verifying the technologies, and validating design and analysis tools. The SCRAT has the ability to conduct a range of flight research experiments throughout a transport class aircraft's flight envelope. Experiments ranging from flight-testing of a new aircraft system or sensor to those requiring structural and aerodynamic modifications to the aircraft can be accomplished. The aircraft has been modified to include an instrumentation system and sensors necessary to conduct flight research experiments along with a telemetry capability. An instrumentation power distribution system was installed to accommodate the instrumentation system and future experiments. An engineering simulation of the SCRAT has been developed to aid in integrating research experiments. A series of baseline aircraft characterization flights has been flown that gathered flight data to aid in developing and integrating future research experiments. This paper describes the SCRAT's research systems and capabilities.

Summer High School Apprenticeship Research Program (SHARP) of the National Aeronautics and Space Administration

Science.gov (United States)

1984-01-01

A total of 125 talented high school students had the opportunity to gain first hand experience about science and engineering careers by working directly with a NASA scientist or engineer during the summer. This marked the fifth year of operation for NASA's Summer High School Apprenticehsip Research Program (SHARP). Ferguson Bryan served as the SHARP contractor and worked closely with NASA staff at Headquarters and the eight participating sites to plan, implement, and evaluate the Program. The main objectives were to strengthen SHARP and expand the number of students in the Program. These eight sites participated in the Program: Ames Research Center North, Ames' Dryden Flight Research Facility, Goddard Space Flight Center, Goddard's Wallops Flight Facility, Kennedy Space Center, Langley Research Center, Lewis Research Center, and Marshall Space Flight Center.

Working as an Electronics Engineer at NASA Dryden

Science.gov (United States)

Chan, Patrick

2011-01-01

This is a general presentation of fiber optics instrumentation development work being conducted at NASA Dryden for the past 10 years and recent achievements in the field of fiber optics strain sensors.

F-8 SCW in flight

Science.gov (United States)

1973-01-01

trailing edge. The Supercritical Wing was designed to delay the formation of and reduce the shock wave over the wing just below and above the speed of sound (transonic region of flight). Delaying the shock wave at these speeds results in less drag. Results of the NASA flight research at the Flight Research Center, Edwards, California, (later renamed the Dryden Flight Research Center) demonstrated that aircraft using the supercritical wing concept would have increased cruising speed, improved fuel efficiency, and greater flight range than those using conventional wings. As a result, supercritical wings are now commonplace on virtually every modern subsonic commercial transport. Results of the NASA project showed the SCW had increased the transonic efficiency of the F-8 as much as 15 percent and proved that passenger transports with supercritical wings, versus conventional wings, could save $78 million (in 1974 dollars) per year for a fleet of 280 200-passenger airliners. The F-8 Supercritical Wing (SCW) project flew from 1970 to 1973. Dryden engineer John McTigue was the first SCW program manager and Tom McMurtry was the lead project pilot. The first SCW flight took place on March 9, 1971. The last flight of the Supercritical wing was on May 23, 1973, with Ron Gerdes at the controls. Original wingspan of the F-8 is 35 feet, 2 inches while the wingspan with the supercritical wing was 43 feet, 1 inch. F-8 aircraft were powered by Pratt & Whitney J57 turbojet engines. The TF-8A Crusader was made available to the NASA Flight Research Center by the U.S. Navy. F-8 jet aircraft were built, originally, by LTV Aerospace, Dallas, Texas. Rockwell International's North American Aircraft Division received a $1.8 million contract to fabricate the supercritical wing, which was delivered to NASA in December 1969.

Peak-Seeking Control For Reduced Fuel Consumption: Flight-Test Results For The Full-Scale Advanced Systems Testbed FA-18 Airplane

Science.gov (United States)

Brown, Nelson

2013-01-01

A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. This presentation also focuses on the design of the flight experiment and the practical challenges of conducting the experiment.

Flight testing of a luminescent surface pressure sensor

Science.gov (United States)

Mclachlan, B. G.; Bell, J. H.; Espina, J.; Gallery, J.; Gouterman, M.; Demandante, C. G. N.; Bjarke, L.

1992-01-01

NASA ARC has conducted flight tests of a new type of aerodynamic pressure sensor based on a luminescent surface coating. Flights were conducted at the NASA ARC-Dryden Flight Research Facility. The luminescent pressure sensor is based on a surface coating which, when illuminated with ultraviolet light, emits visible light with an intensity dependent on the local air pressure on the surface. This technique makes it possible to obtain pressure data over the entire surface of an aircraft, as opposed to conventional instrumentation, which can only make measurements at pre-selected points. The objective of the flight tests was to evaluate the effectiveness and practicality of a luminescent pressure sensor in the actual flight environment. A luminescent pressure sensor was installed on a fin, the Flight Test Fixture (FTF), that is attached to the underside of an F-104 aircraft. The response of one particular surface coating was evaluated at low supersonic Mach numbers (M = 1.0-1.6) in order to provide an initial estimate of the sensor's capabilities. This memo describes the test approach, the techniques used, and the pressure sensor's behavior under flight conditions. A direct comparison between data provided by the luminescent pressure sensor and that produced by conventional pressure instrumentation shows that the luminescent sensor can provide quantitative data under flight conditions. However, the test results also show that the sensor has a number of limitations which must be addressed if this technique is to prove useful in the flight environment.

Geohydrology, water quality, and simulation of groundwater flow in the stratified-drift aquifer system in Virgil Creek and Dryden Lake Valleys, Town of Dryden, Tompkins County, New York

Science.gov (United States)

Miller, Todd S.; Bugliosi, Edward F.

2013-01-01

In 2002, the U.S. Geological Survey, in cooperation with the Tompkins County Planning Department and the Town of Dryden, New York, began a study of the stratified-drift aquifer system in the Virgil Creek and Dryden Lake Valleys in the Town of Dryden, Tompkins County. The study provided geohydrologic data needed by the town and county to develop a strategy to manage and protect their water resources. In this study area, three extensive confined sand and gravel aquifers (the upper, middle, and lower confined aquifers) compose the stratified-drift aquifer system. The Dryden Lake Valley is a glaciated valley oriented parallel to the direction of ice movement. Erosion by ice extensively widened and deepened the valley, truncated bedrock hillsides, and formed a nearly straight, U-shaped bedrock trough. The maximum thickness of the valley fill in the central part of the valley is about 400 feet (ft). The Virgil Creek Valley in the east part of the study area underwent less severe erosion by ice than the Dryden Lake Valley, and hence, it has a bedrock floor that is several hundred feet higher in altitude than that in the Dryden Lake Valley. The sources and amounts of recharge were difficult to identify in most areas because the confined aquifers are overlain by confining units. However, in the vicinity of the Virgil Creek Dam, the upper confined aquifer crops out at land surface in the floodplain of a gorge eroded by Virgil Creek, and this is where the aquifer receives large amounts of recharge from precipitation that directly falls over the aquifer and from seepage losses from Virgil Creek. The results of streamflow measurements made in Virgil Creek where it flows through the gorge indicated that the stream lost 1.2 cubic feet per second (ft3/s) or 0.78 million gallons per day (Mgal/d) of water in the reach extending from 220 ft downstream from the dam to 1,200 ft upstream from the dam. In the southern part of the study area, large amounts of recharge also replenish the

NASA Dryden Flight Research Center's Space Weather Needs

Science.gov (United States)

Wiley, Scott

2011-01-01

Presentation involves educating Goddard Space Weather staff about what our needs are, what type of aircraft we have and to learn what we have done in the past to minimize our exposure to Space Weather Hazards.

Emergency Flight Control of a Twin-Jet Commercial Aircraft using Manual Throttle Manipulation

Science.gov (United States)

Cole, Jennifer H.; Cogan, Bruce R.; Fullerton, C. Gordon; Burken, John J.; Venti, Michael W.; Burcham, Frank W.

2007-01-01

The Department of Homeland Security (DHS) created the PCAR (Propulsion-Controlled Aircraft Recovery) project in 2005 to mitigate the ManPADS (man-portable air defense systems) threat to the commercial aircraft fleet with near-term, low-cost proven technology. Such an attack could potentially cause a major FCS (flight control system) malfunction or other critical system failure onboard the aircraft, despite the extreme reliability of current systems. For the situations in which nominal flight controls are lost or degraded, engine thrust may be the only remaining means for emergency flight control [ref 1]. A computer-controlled thrust system, known as propulsion-controlled aircraft (PCA), was developed in the mid 1990s with NASA, McDonnell Douglas and Honeywell. PCA's major accomplishment was a demonstration of an automatic landing capability using only engine thrust [ref 11. Despite these promising results, no production aircraft have been equipped with a PCA system, due primarily to the modifications required for implementation. A minimally invasive option is TOC (throttles-only control), which uses the same control principles as PCA, but requires absolutely no hardware, software or other aircraft modifications. TOC is pure piloting technique, and has historically been utilized several times by flight crews, both military and civilian, in emergency situations stemming from a loss of conventional control. Since the 1990s, engineers at NASA Dryden Flight Research Center (DFRC) have studied TOC, in both simulation and flight, for emergency flight control with test pilots in numerous configurations. In general, it was shown that TOC was effective on certain aircraft for making a survivable landing. DHS sponsored both NASA Dryden Flight Research Center (Edwards, CA) and United Airlines (Denver, Colorado) to conduct a flight and simulation study of the TOC characteristics of a twin-jet commercial transport, and assess the ability of a crew to control an aircraft down to

Mini-Sniffer II in Flight

Science.gov (United States)

1976-01-01

This photograph shows the second Mini-Sniffer undergoing flight testing over Rogers Dry Lake in Edwards, California. This version of the Mini-Sniffer lacked the canard of the original version and had wing tips and tail booms added. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

Theseus Take-off from Rogers Dry Lake

Science.gov (United States)

1996-01-01

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

Hugh L. Dryden's Career in Aviation and Space. No. 5; Monographs in Aerospace History

Science.gov (United States)

Gorn, Michael H.

1996-01-01

Hugh Latimer Dryden led a life rich in paradox. Born in obsurity, he attained international prominence. Indifferent to self-advancement, he nonetheless rose to the pinnacle of the aeronautics profession and subsequently assumed a pivotal role in the initial period of space exploration. Although a research scientist of the first order, he nurtured within himself a profoundly spiritual outlook.

M2-F1 in flight over lakebed on tow line

Science.gov (United States)

1963-01-01

After initial ground-tow flights of the M2-F1 using the Pontiac as a tow vehicle, the way was clear to make air tows behind a C-47. The first air tow took place on 16 August 1963. Pilot Milt Thompson found that the M2-F1 flew well, with good control. This first flight lasted less than two minutes from tow-line release to touchdown. The descent rate was 4,000 feet per minute. The wingless, lifting body aircraft design was initially concieved as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got

Theseus Nose and Pod Cones Being Unloaded

Science.gov (United States)

1996-01-01

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

Flight and full-scale wind-tunnel comparison of pressure distributions from an F-18 aircraft at high angles of attack. [Conducted in NASA Ames Research Center's 80 by 120 ft wind tunnel

Science.gov (United States)

Fisher, David F.; Lanser, Wendy R.

1994-01-01

Pressure distributions were obtained at nearly identical fuselage stations and wing chord butt lines in flight on the F-18 HARV at NASA Dryden Flight Research Center and in the NASA Ames Research Center's 80 by 120 ft wind tunnel on a full-scale F/A-18 aircraft. The static pressures were measured at the identical five stations on the forebody, three stations on the left and right leading-edge extensions, and three spanwise stations on the wing. Comparisons of the flight and wind-tunnel pressure distributions were made at alpha = 30 deg, 45 deg, and 60 deg/59 deg. In general, very good agreement was found. Minor differences were noted at the forebody at alpha = 45 deg and 60 deg in the magnitude of the vortex footprints and a Mach number effect was noted at the leading-edge extension at alpha = 30 deg. The inboard leading edge flap data from the wind tunnel at alpha = 59 deg showed a suction peak that did not appear in the flight data. This was the result of a vortex from the corner of the leading edge flap whose path was altered by the lack of an engine simulation in the wind tunnel.

Real-time In-Flight Strain and Deflection Monitoring with Fiber Optic Sensors

Science.gov (United States)

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

2008-01-01

This viewgraph presentation reviews Dryden's efforts to develop in-flight monitoring based on Fiber Optics. One of the motivating factors for this development was the breakup of the Helios aircraft. On Ikhana the use of fiber optics for wing shape sensing is being developed. They are being used to flight validate fiber optic sensor measurements and real-time wing shape sensing predictions on NASA's Ikhana vehicle; validate fiber optic mathematical models and design tools; Assess technical viability and, if applicable, develop methodology and approach to incorporate wing shape measurements within the vehicle flight control system, and develop and flight validate advanced approaches to perform active wing shape control.

Armstrong Flight Research Center Research Technology and Engineering 2017

Science.gov (United States)

Voracek, David F. (Editor)

2018-01-01

I am delighted to present this report of accomplishments at NASA's Armstrong Flight Research Center. Our dedicated innovators possess a wealth of performance, safety, and technical capabilities spanning a wide variety of research areas involving aircraft, electronic sensors, instrumentation, environmental and earth science, celestial observations, and much more. They not only perform tasks necessary to safely and successfully accomplish Armstrong's flight research and test missions but also support NASA missions across the entire Agency. Armstrong's project teams have successfully accomplished many of the nation's most complex flight research projects by crafting creative solutions that advance emerging technologies from concept development and experimental formulation to final testing. We are developing and refining technologies for ultra-efficient aircraft, electric propulsion vehicles, a low boom flight demonstrator, air launch systems, and experimental x-planes, to name a few. Additionally, with our unique location and airborne research laboratories, we are testing and validating new research concepts. Summaries of each project highlighting key results and benefits of the effort are provided in the following pages. Technology areas for the projects include electric propulsion, vehicle efficiency, supersonics, space and hypersonics, autonomous systems, flight and ground experimental test technologies, and much more. Additional technical information is available in the appendix, as well as contact information for the Principal Investigator of each project. I am proud of the work we do here at Armstrong and am pleased to share these details with you. We welcome opportunities for partnership and collaboration, so please contact us to learn more about these cutting-edge innovations and how they might align with your needs.

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

Science.gov (United States)

Navarro, Robert

1997-01-01

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

X-36 Tailless Fighter Agility Research Aircraft on lakebed during high-speed taxi tests

Science.gov (United States)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X

Using Engine Thrust for Emergency Flight Control: MD-11 and B-747 Results

Science.gov (United States)

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

1998-01-01

With modern digital control systems, using engine thrust for emergency flight control to supplement or replace failed aircraft normal flight controls has become a practical consideration. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control. An F-15 and an MD-11 airplane have been landed without using any flight control surfaces. Preliminary studies have also been conducted that show that engines on only one wing can provide some flight control capability if the lateral center of gravity can be shifted toward the side of the airplane that has the operating engine(s). Simulator tests of several airplanes with no flight control surfaces operating and all engines out on the left wing have all shown positive control capability within the available range of lateral center-of-gravity offset. Propulsion-controlled aircraft systems that can operate without modifications to engine control systems, thus allowing PCA technology to be installed on less capable airplanes or at low cost, are also desirable. Further studies have examined simplified 'PCA Lite' and 'PCA Ultralite' concepts in which thrust control is provided by existing systems such as auto-throttles or a combination of existing systems and manual pilot control.

76 FR 60090 - Performance Review Board, Senior Executive Service (SES)

Science.gov (United States)

2011-09-28

... Headquarters. Assistant Administrator for Human Capital Management, NASA Headquarters. Chief Financial Officer..., Dryden Flight Research Center. Director, Glenn Research Center. Director, Goddard Space Flight Center..., Marshall Space Flight Center. Director, Stennis Space Center. Senior Executive Committee Chairperson...

Piloted simulation tests of propulsion control as backup to loss of primary flight controls for a mid-size jet transport

Science.gov (United States)

Bull, John; Mah, Robert; Davis, Gloria; Conley, Joe; Hardy, Gordon; Gibson, Jim; Blake, Matthew; Bryant, Don; Williams, Diane

1995-01-01

Failures of aircraft primary flight-control systems to aircraft during flight have led to catastrophic accidents with subsequent loss of lives (e.g. , DC-1O crash, B-747 crash, C-5 crash, B-52 crash, and others). Dryden Flight Research Center (DFRC) investigated the use of engine thrust for emergency flight control of several airplanes, including the B-720, Lear 24, F-15, C-402, and B-747. A series of three piloted simulation tests have been conducted at Ames Research Center to investigate propulsion control for safely landing a medium size jet transport which has experienced a total primary flight-control failure. The first series of tests was completed in July 1992 and defined the best interface for the pilot commands to drive the engines. The second series of tests was completed in August 1994 and investigated propulsion controlled aircraft (PCA) display requirements and various command modes. The third series of tests was completed in May 1995 and investigated PCA full-flight envelope capabilities. This report describes the concept of a PCA, discusses pilot controls, displays, and procedures; and presents the results of piloted simulation evaluations of the concept by a cross-section of air transport pilots.

NASA/FAA/NCAR Supercooled Large Droplet Icing Flight Research: Summary of Winter 1996-1997 Flight Operations

Science.gov (United States)

Miller, Dean; Ratvasky, Thomas; Bernstein, Ben; McDonough, Frank; Strapp, J. Walter

1998-01-01

During the winter of 1996-1997, a flight research program was conducted at the NASA-Lewis Research Center to study the characteristics of Supercooled Large Droplets (SLD) within the Great Lakes region. This flight program was a joint effort between the National Aeronautics and Space Administration (NASA), the National Center for Atmospheric Research (NCAR), and the Federal Aviation Administration (FAA). Based on weather forecasts and real-time in-flight guidance provided by NCAR, the NASA-Lewis Icing Research Aircraft was flown to locations where conditions were believed to be conducive to the formation of Supercooled Large Droplets aloft. Onboard instrumentation was then used to record meteorological, ice accretion, and aero-performance characteristics encountered during the flight. A total of 29 icing research flights were conducted, during which "conventional" small droplet icing, SLD, and mixed phase conditions were encountered aloft. This paper will describe how flight operations were conducted, provide an operational summary of the flights, present selected experimental results from one typical research flight, and conclude with practical "lessons learned" from this first year of operation.

F-15B in on ramp with close-up of test panels covered with advanced spray-on foam insulation materia

Science.gov (United States)

1999-01-01

Test panels covered with an advanced foam insulation material for the Space Shuttle's giant external fuel tank were test flown aboard an F-15B research aircraft at NASA's Dryden Flight Research Center, Edwards, Calif. Six panels were mounted on the left side of a heavily instrumented Flight Text Fixture mounted underneath the F-15B's fuselage. Insulation on this panel was finely machined over a horizontal rib structure to simulate in-line airflow past the tank; other panels had the ribs mounted vertically or had the insulation left in a rough as-sprayed surface. The tests were part of an effort by NASA's Marshall Space Flight Center to determine why small particles of the new insulation flaked off the tank on recent Shuttle missions. The tests with Dryden's F-15B were designed to replicate the pressure environment the Shuttle encounters during the first minute after launch. No noticeable erosion of the insulation material was noted after the flight experiment at Dryden.

75 FR 67399 - Performance Review Board, Senior Executive Service (SES)

Science.gov (United States)

2010-11-02

... Headquarters Assistant Administrator for Human Capital Management, NASA Headquarters Associate Administrator... Headquarters Director, Ames Research Center Director, Dryden Flight Research Center Director, Glenn Research Center Director, Goddard Space Flight Center Director, Johnson Space Center Director, Kennedy Space...

Role of Meteorology in Flights of a Solar-Powered Airplane

Science.gov (United States)

Donohue, Casey

2004-01-01

In the summer of 2001, the Helios prototype solar-powered uninhabited aerial vehicle (UAV) [a lightweight, remotely piloted airplane] was deployed to the Pacific Missile Range Facility (PMRF), at Kauai, Hawaii, in an attempt to fly to altitudes above 100,000 ft (30.48 km). The goal of flying a UAV to such high altitudes has been designated a level-I milestone of the NASA Environmental Research Aircraft and Sensor Technology (ERAST) program. In support of this goal, meteorologists from NASA Dryden Flight Research Center were sent to PMRF, as part of the flight crew, to provide current and forecast weather information to the pilots, mission directors, and planners. Information of this kind is needed to optimize flight conditions for peak aircraft performance and to enable avoidance of weather conditions that could adversely affect safety. In general, the primary weather data of concern for ground and flight operations are wind speeds (see Figure 1). Because of its long wing span [247 ft (.75 m)] and low weight [1,500 to 1,600 lb (about 680 to 726 kg)], the Helios airplane is sensitive to wind speeds exceeding 7 kn (3.6 m/s) at the surface. Also, clouds are of concern because they can block sunlight needed to energize an array of solar photovoltaic cells that provide power to the airplane. Vertical wind shear is very closely monitored in order to prevent damage or loss of control due to turbulence.

75 FR 62591 - Performance Review Board, Senior Executive Service (SES)

Science.gov (United States)

2010-10-12

...; Assistant Administrator for Human Capital Management, NASA Headquarters; Chief Engineer, NASA Headquarters... Headquarters; Director, Ames Research Center; Director, Dryden Flight Research Center; Director, Glenn Research Center ; Director, Goddard Space Flight Center; Director, Johnson Space Center; Director, Kennedy Space...

NASA Photo One

Science.gov (United States)

Ross, James C.

2013-01-01

This is a photographic record of NASA Dryden flight research aircraft, spanning nearly 25 years. The author has served as a Dryden photographer, and now as its chief photographer and airborne photographer. The results are extraordinary images of in-flight aircraft never seen elsewhere, as well as pictures of aircraft from unusual angles on the ground. The collection is the result of the agency required documentation process for its assets.

Biologically Inspired Micro-Flight Research

Science.gov (United States)

Raney, David L.; Waszak, Martin R.

2003-01-01

Natural fliers demonstrate a diverse array of flight capabilities, many of which are poorly understood. NASA has established a research project to explore and exploit flight technologies inspired by biological systems. One part of this project focuses on dynamic modeling and control of micro aerial vehicles that incorporate flexible wing structures inspired by natural fliers such as insects, hummingbirds and bats. With a vast number of potential civil and military applications, micro aerial vehicles represent an emerging sector of the aerospace market. This paper describes an ongoing research activity in which mechanization and control concepts for biologically inspired micro aerial vehicles are being explored. Research activities focusing on a flexible fixed- wing micro aerial vehicle design and a flapping-based micro aerial vehicle concept are presented.

A Unique Software System For Simulation-to-Flight Research

Science.gov (United States)

Chung, Victoria I.; Hutchinson, Brian K.

2001-01-01

"Simulation-to-Flight" is a research development concept to reduce costs and increase testing efficiency of future major aeronautical research efforts at NASA. The simulation-to-flight concept is achieved by using common software and hardware, procedures, and processes for both piloted-simulation and flight testing. This concept was applied to the design and development of two full-size transport simulators, a research system installed on a NASA B-757 airplane, and two supporting laboratories. This paper describes the software system that supports the simulation-to-flight facilities. Examples of various simulation-to-flight experimental applications were also provided.

Multi-Vehicle Cooperative Control Research at the NASA Armstrong Flight Research Center, 2000-2014

Science.gov (United States)

Hanson, Curt

2014-01-01

A brief introductory overview of multi-vehicle cooperative control research conducted at the NASA Armstrong Flight Research Center from 2000 - 2014. Both flight research projects and paper studies are included. Since 2000, AFRC has been almost continuously pursuing research in the areas of formation flight for drag reduction and automated cooperative trajectories. An overview of results is given, including flight experiments done on the FA-18 and with the C-17. Other multi-vehicle cooperative research is discussed, including small UAV swarming projects and automated aerial refueling.

Navajo Code Talker Joe Morris, Sr. shared insights from his time as a secret World War Two messenger

Science.gov (United States)

2002-01-01

Navajo Code Talker Joe Morris, Sr. shared insights from his time as a secret World War Two messenger with his audience at NASA's Dryden Flight Research Center on Nov. 26, 2002. NASA Dryden is located on Edwards Air Force Base in California's Mojave Desert.

Simulator Evaluation of Simplified Propulsion-Only Emergency Flight Control Systems on Transport Aircraft

Science.gov (United States)

Burcham, Frank W., Jr.; Kaneshige, John; Bull, John; Maine, Trindel A.

1999-01-01

With the advent of digital engine control systems, considering the use of engine thrust for emergency flight control has become feasible. Many incidents have occurred in which engine thrust supplemented or replaced normal aircraft flight controls. In most of these cases, a crash has resulted, and more than 1100 lives have been lost. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control capability. Using this PCA system, an F-15 and an MD-11 airplane have been landed without using any flight controls. In simulations, C-17, B-757, and B-747 PCA systems have also been evaluated successfully. These tests used full-authority digital electronic control systems on the engines. Developing simpler PCA systems that can operate without full-authority engine control, thus allowing PCA technology to be installed on less capable airplanes or at lower cost, is also a desire. Studies have examined simplified ?PCA Ultralite? concepts in which thrust control is provided using an autothrottle system supplemented by manual differential throttle control. Some of these concepts have worked well. The PCA Ultralite study results are presented for simulation tests of MD-11, B-757, C-17, and B-747 aircraft.

Flight and wind-tunnel calibrations of a flush airdata sensor at high angles of attack and sideslip and at supersonic Mach numbers

Science.gov (United States)

Moes, Timothy R.; Whitmore, Stephen A.; Jordan, Frank L., Jr.

1993-01-01

A nonintrusive airdata-sensing system was calibrated in flight and wind-tunnel experiments to an angle of attack of 70 deg and to angles of sideslip of +/- 15 deg. Flight-calibration data have also been obtained to Mach 1.2. The sensor, known as the flush airdata sensor, was installed on the nosecap of an F-18 aircraft for flight tests and on a full-scale F-18 forebody for wind-tunnel tests. Flight tests occurred at the NASA Dryden Flight Research Facility, Edwards, California, using the F-18 High Alpha Research Vehicle. Wind-tunnel tests were conducted in the 30- by 60-ft wind tunnel at the NASA LaRC, Hampton, Virginia. The sensor consisted of 23 flush-mounted pressure ports arranged in concentric circles and located within 1.75 in. of the tip of the nosecap. An overdetermined mathematical model was used to relate the pressure measurements to the local airdata quantities. The mathematical model was based on potential flow over a sphere and was empirically adjusted based on flight and wind-tunnel data. For quasi-steady maneuvering, the mathematical model worked well throughout the subsonic, transonic, and low supersonic flight regimes. The model also worked well throughout the angle-of-attack and sideslip regions studied.

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

Science.gov (United States)

1999-01-01

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

Intelligent Flight Control Simulation Research Program

National Research Council Canada - National Science Library

Stolarik, Brian

2007-01-01

...). Under the program, entitled "Intelligent Flight Control Simulation Research Laboratory," a variety of technologies were investigated or developed during the course of the research for AFRL/VAC...

Changing the Project Execution Culture at NASA Dryden

Science.gov (United States)

Horn, Thomas J.

2012-01-01

Dryden has embarked on implementing Critical Chain Project Management (CCPM) philosophies and tools to reduce workforce stress and increase the centers work throughput. This effort has been under way for over one year and represents a fundamental state change in how various projects are planned and executed at the center. The implementation of CCPM philosophies and the required cultural changes represent the most difficult aspects of the implementation.

X-43A Vehicle During Ground Testing

Science.gov (United States)

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

Follow on Research for Multi-Utility Technology Test Bed Aircraft at NASA Dryden Flight Research Center (FY13 Progress Report)

Science.gov (United States)

Pak, Chan-Gi

2013-01-01

Modern aircraft employ a significant fraction of their weight in composite materials to reduce weight and improve performance. Aircraft aeroservoelastic models are typically characterized by significant levels of model parameter uncertainty due to the composite manufacturing process. Small modeling errors in the finite element model will eventually induce errors in the structural flexibility and mass, thus propagating into unpredictable errors in the unsteady aerodynamics and the control law design. One of the primary objectives of Multi Utility Technology Test-bed (MUTT) aircraft is the flight demonstration of active flutter suppression, and therefore in this study, the identification of the primary and secondary modes for the structural model tuning based on the flutter analysis of MUTT aircraft. The ground vibration test-validated structural dynamic finite element model of the MUTT aircraft is created in this study. The structural dynamic finite element model of MUTT aircraft is improved using the in-house Multi-disciplinary Design, Analysis, and Optimization tool. In this study, two different weight configurations of MUTT aircraft have been improved simultaneously in a single model tuning procedure.

Testing the Gossamer Albatross II

Science.gov (United States)

1980-01-01

The Gossamer Albatross II is seen here during a test flight at NASA's Dryden Flight Research Center, Edwards, California. The original Gossamer Albatross is best known for completing the first completely human powered flight across the English Channel on June 12, 1979. The Albatross II was the backup craft for the Channel flight. It was fitted with a small battery-powered electric motor and flight instruments for the NASA research program in low-speed flight. NASA completed its flight testing of the Gossamer Albatross II and began analysis of the results in April, 1980. During the six week program, 17 actual data gathering flights and 10 other flights were flown here as part of the joint NASA Langley/Dryden flight research program. The lightweight craft, carrying a miniaturized instrumentation system, was flown in three configurations; using human power, with a small electric motor, and towed with the propeller removed. Results from the program contributed to data on the unusual aerodynamic, performance, stability, and control characteristics of large, lightweight aircraft that fly at slow speeds for application to future high altitude aircraft. The Albatross' design and research data contributed to numerous later high altitude projects, including the Pathfinder.

Assembling the Gossamer Albatross II in hangar

Science.gov (United States)

1980-01-01

The Gossamer Albatross II is seen here being assembled in a hangar at the Dryden Flight Research Center, Edwards, California. The original Gossamer Albatross is best known for completing the first completely human powered flight across the English Channel on June 12, 1979. The Albatross II was the backup craft for the Channel flight. The aircraft was fitted with a small battery-powered electric motor and flight instruments for the NASA research program in low-speed flight. NASA completed its flight testing of the Gossamer Albatross II and began analysis of the results in April, 1980. During the six week program, 17 actual data gathering flights and 10 other flights were flown here as part of the joint NASA Langley/Dryden flight research program. The lightweight craft, carrying a miniaturized instrumentation system, was flown in three configurations; using human power, with a small electric motor, and towed with the propeller removed. Results from the program contributed to data on the unusual aerodynamic, performance, stability, and control characteristics of large, lightweight aircraft that fly at slow speeds for application to future high altitude aircraft. The Albatross' design and research data contributed to numerous later high altitude projects, including the Pathfinder.

Analysis of Return and Forward Links from STARS' Flight Demonstration 1

Science.gov (United States)

Gering, James A.

2003-01-01

Space-based Telemetry And Range Safety (STARS) is a Kennedy Space Center (KSC) led proof-of-concept demonstration, which utilizes NASA's space network of Tracking and Data Relay Satellites (TDRS) as a pathway for launch and mission related information streams. Flight Demonstration 1 concluded on July 15,2003 with the seventh flight of a Low Power Transmitter (LPT) a Command and Data Handler (C&DH), a twelve channel GPS receiver and associated power supplies and amplifiers. The equipment flew on NASA's F-I5 aircraft at the Dryden Flight Research Center located at Edwards Air Force Base in California. During this NASA-ASEE Faculty Fellowship, the author participated in the collection and analysis of data from the seven flights comprising Flight Demonstration 1. Specifically, the author examined the forward and return links bit energy E(sub B) (in Watt-seconds) divided by the ambient radio frequency noise N(sub 0) (in Watts / Hertz). E(sub b)/N(sub 0) is commonly thought of as a signal-to-noise parameter, which characterizes a particular received radio frequency (RF) link. Outputs from the data analysis include the construction of time lines for all flights, production of graphs of range safety values for all seven flights, histograms of range safety E(sub b)/N(sub 0) values in five dB increments, calculation of associated averages and standard deviations, production of graphs of range user E(sub b)/N(sub 0) values for the all flights, production of graphs of AGC's and E(sub b)/N(sub 0) estimates for flight 1, recorded onboard, transmitted directly to the launch head and transmitted through TDRS. The data and graphs are being used to draw conclusions related to a lower than expected signal strength seen in the range safety return link.

In-Flight Sleep of Flight Crew During a 7-hour Rest Break: Implications for Research and Flight Safety

Science.gov (United States)

Signal, T. Leigh; Gander, Philippa H.; van den Berg, Margo J.; Graeber, R. Curtis

2013-01-01

Study Objectives: To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Design: Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Setting: Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Participants: Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). Interventions: N/A. Measurements and Results: Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. Conclusions: This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated. Citation: Signal TL; Gander PH; van den Berg MJ; Graeber RC. In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety. SLEEP 2013;36(1):109–115. PMID:23288977

Moments of Inertia: Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID)

Science.gov (United States)

Haro, Helida C.

2010-01-01

The objective of this research effort is to determine the most appropriate, cost efficient, and effective method to utilize for finding moments of inertia for the Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID). A moment is a measure of the body's tendency to turn about its center of gravity (CG) and inertia is the resistance of a body to changes in its momentum. Therefore, the moment of inertia (MOI) is a body's resistance to change in rotation about its CG. The inertial characteristics of an UAV have direct consequences on aerodynamics, propulsion, structures, and control. Therefore, it is imperative to determine the precise inertial characteristics of the DROID.

Moments of Inertia - Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID)

Science.gov (United States)

Haro, Helida C.

2010-01-01

The objective of this research effort is to determine the most appropriate, cost efficient, and effective method to utilize for finding moments of inertia for the Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID). A moment is a measure of the body's tendency to turn about its center of gravity (CG) and inertia is the resistance of a body to changes in its momentum. Therefore, the moment of inertia (MOI) is a body's resistance to change in rotation about its CG. The inertial characteristics of an UAV have direct consequences on aerodynamics, propulsion, structures, and control. Therefore, it is imperative to determine the precise inertial characteristics of the DROID.

Centennial of Flight Educational Outreach

Science.gov (United States)

McCarthy, Marianne (Technical Monitor); Miller, Susan (Technical Monitor); Vanderpool, Celia

2003-01-01

The Centennial of Flight Education Outreach project worked with community partners to disseminate NASA Education materials and the Centennial of Flight CD-ROM as a vehicle to increase national awareness of NASA's Aerospace Education products, services and programs. The Azimuth Education Foundation and the Ninety Nines, an International Women Pilots Association, Inc. were chartered to conduct education outreach to the formal and informal educational community. The Dryden Education Office supported the development of a training and information distribution program that established a national group of prepared Centennial of Flight Ambassadors, with a mission of community education outreach. These Ambassadors are members of the Ninety Nines and through the Azimuth Foundation, they assisted the AECC on the national level to promote and disseminate Centennial of Flight and other educational products. Our objectives were to explore partnership outreach growth opportunities with consortium efforts between organizations. This project directly responded to the highlights of NASA s Implementation Plan for Education. It was structured to network, involve the community, and provide a solid link to active educators and current students with NASA education information. Licensed female pilots who live and work in local communities across the nation carried the link. This partnership has been extremely gratifying to all of those Ninety-Nines involved, and they eagerly look forward to further work opportunities.

Genesis of the Lunar Landing Vehicle

Science.gov (United States)

Gelzer, Christian

2009-01-01

The author examines early research regarding return flight from a Moon landing made prior to President Kennedy's 1961 challenge to put men on the Moon before the end of the decade. Organizations involved in early research include NACA, the Flight Research Center (now Dryden) Bell Aircraft Corporation. The discussion focuses on development of a flight simulator to model the Moon's reduced gravity and development of the Lunar Landing Research Vehicle.

Adaptive Flight Control Research at NASA

Science.gov (United States)

Motter, Mark A.

2008-01-01

A broad overview of current adaptive flight control research efforts at NASA is presented, as well as some more detailed discussion of selected specific approaches. The stated objective of the Integrated Resilient Aircraft Control Project, one of NASA s Aviation Safety programs, is to advance the state-of-the-art of adaptive controls as a design option to provide enhanced stability and maneuverability margins for safe landing in the presence of adverse conditions such as actuator or sensor failures. Under this project, a number of adaptive control approaches are being pursued, including neural networks and multiple models. Validation of all the adaptive control approaches will use not only traditional methods such as simulation, wind tunnel testing and manned flight tests, but will be augmented with recently developed capabilities in unmanned flight testing.

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

Science.gov (United States)

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

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

Science.gov (United States)

Pavlock, Kate M.

2011-01-01

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

Automated Aerial Refueling Hitches a Ride on AFF

Science.gov (United States)

Hansen, Jennifer L.; Murray, James E.; Bever, Glenn; Campos, Norma V.; Schkolnik, Gerard

2007-01-01

The recent introduction of uninhabited aerial vehicles [UAVs (basically, remotely piloted or autonomous aircraft)] has spawned new developments in autonomous operation and posed new challenges. Automated aerial refueling (AAR) is a capability that will enable UAVs to travel greater distances and loiter longer over targets. NASA Dryden Flight Research Center, in cooperation with the Defense Advanced Research Projects Agency (DARPA), the Naval Air Systems Command (NAVAIR), the Naval Air Force Pacific Fleet, and the Air Force Research Laboratory, rapidly conceived and accomplished an AAR flight research project focused on collecting a unique, high-quality database on the dynamics of the hose and drogue of an aerial refueling system. This flight-derived database would be used to validate mathematical models of the dynamics in support of design and analysis of AAR systems for future UAVs. The project involved the use of two Dryden F/A-18 airplanes and an S-3 hose-drogue refueling store on loan from the Navy. In this year-long project, which was started on October 1, 2002, 583 research maneuvers were completed during 23 flights.

Hyper-X Vehicle Model - Side View

Science.gov (United States)

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

Hyper-X Vehicle Model - Top Front View

Science.gov (United States)

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

Hyper-X Vehicle Model - Front View

Science.gov (United States)

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

Hyper-X Vehicle Model - Top Rear View

Science.gov (United States)

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

Armstrong Flight Research Center Flight Test Capabilities and Opportunities for the Applications of Wireless Data Acquisition Systems

Science.gov (United States)

Hang, Richard

2015-01-01

The presentation will overview NASA Armstrong Flight Research Centers flight test capabilities, which can provide various means for flight testing of passive and active wireless sensor systems, also, it will address the needs of the wireless data acquisition solutions for the centers flight instrumentation issues such as additional weight caused by added instrumentation wire bundles, connectors, wire cables routing, moving components, etc., that the Passive Wireless Sensor Technology Workshop may help. The presentation shows the constraints and requirements that the wireless sensor systems will face in the flight test applications.

Flight assessment of a large supersonic drone aircraft for research use

Science.gov (United States)

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

1974-01-01

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

Airborne Turbulence Detection and Warning ACLAIM Flight Test Results

Science.gov (United States)

Hannon, Stephen M.; Bagley, Hal R.; Soreide, Dave C.; Bowdle, David A.; Bogue, Rodney K.; Ehernberger, L. Jack

1999-01-01

The Airborne Coherent Lidar for Advanced Inflight Measurements (ACLAIM) is a NASA/Dryden-lead program to develop and demonstrate a 2 micrometers pulsed Doppler lidar for airborne look-ahead turbulence detection and warning. Advanced warning of approaching turbulence can significantly reduce injuries to passengers and crew aboard commercial airliners. The ACLAIM instrument is a key asset to the ongoing Turbulence component of NASA's Aviation Safety Program, aimed at reducing the accident rate aboard commercial airliners by a factor of five over the next ten years and by a factor of ten over the next twenty years. As well, the advanced turbulence warning capability can prevent "unstarts" in the inlet of supersonic aircraft engines by alerting the flight control computer which then adjusts the engine to operate in a less fuel efficient, and more turbulence tolerant, mode. Initial flight tests of the ACLAIM were completed in March and April of 1998. This paper and presentation gives results from these initial flights, with validated demonstration of Doppler lidar wind turbulence detection several kilometers ahead of the aircraft.

Fiber Optics Deliver Real-Time Structural Monitoring

Science.gov (United States)

2013-01-01

To alter the shape of aircraft wings during flight, researchers at Dryden Flight Research Center worked on a fiber optic sensor system with Austin-based 4DSP LLC. The company has since commercialized a new fiber optic system for monitoring applications in health and medicine, oil and gas, and transportation, increasing company revenues by 60 percent.

In-flight imaging of transverse gas jets injected into transonic and supersonic crossflows: Design and development. M.S. Thesis, Mar. 1993

Science.gov (United States)

Wang, Kon-Sheng Charles

1994-01-01

The design and development of an airborne flight-test experiment to study nonreacting gas jets injected transversely into transonic and supersonic crossflows is presented. Free-stream/crossflow Mach numbers range from 0.8 to 2.0. Planar laser-induced fluorescence (PLIF) of an iodine-seeded nitrogen jet is used to visualize the jet flow. Time-dependent images are obtained with a high-speed intensified video camera synchronized to the laser pulse rate. The entire experimental assembly is configured compactly inside a unique flight-test-fixture (FTF) mounted under the fuselage of the F-104G research aircraft, which serves as a 'flying wind tunnel' at NASA Dryden Flight Research Center. The aircraft is flown at predetermined speeds and altitudes to permit a perfectly expanded (or slightly underexpanded) gas jet to form just outside the FTF at each free-stream Mach number. Recorded gas jet images are then digitized to allow analysis of jet trajectory, spreading, and mixing characteristics. Comparisons will be made with analytical and numerical predictions. This study shows the viability of applying highly sophisticated groundbased flow diagnostic techniques to flight-test vehicle platforms that can achieve a wide range of thermo/fluid dynamic conditions. Realistic flow environments, high enthalpies, unconstrained flowfields, and moderate operating costs are also realized, in contrast to traditional wind-tunnel testing.

Recycling Flight Hardware Components and Systems to Reduce Next Generation Research Costs

Science.gov (United States)

Turner, Wlat

2011-01-01

With the recent 'new direction' put forth by President Obama identifying NASA's new focus in research rather than continuing on a path to return to the Moon and Mars, the focus of work at Kennedy Space Center (KSC) may be changing dramatically. Research opportunities within the micro-gravity community potentially stands at the threshold of resurgence when the new direction of the agency takes hold for the next generation of experimenters. This presentation defines a strategy for recycling flight experiment components or part numbers, in order to reduce research project costs, not just in component selection and fabrication, but in expediting qualification of hardware for flight. A key component of the strategy is effective communication of relevant flight hardware information and available flight hardware components to researchers, with the goal of 'short circuiting' the design process for flight experiments

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

Science.gov (United States)

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.

Pathfinder-Plus on flight in Hawaii

Science.gov (United States)

1998-01-01

above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight over Hawaii

Science.gov (United States)

1998-01-01

,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

MD-11 PCA - First Landing at Edwards

Science.gov (United States)

1995-01-01

This McDonnell Douglas MD-11 approaches the first landing ever of a transport aircraft under engine power only on Aug. 29, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The milestone flight, flown by NASA research pilot and former astronaut Gordon Fullerton, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when it normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple--for pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

Western aeronautical test range real-time graphics software package MAGIC

Science.gov (United States)

Malone, Jacqueline C.; Moore, Archie L.

1988-01-01

The master graphics interactive console (MAGIC) software package used on the Western Aeronautical Test Range (WATR) of the NASA Ames Research Center is described. MAGIC is a resident real-time research tool available to flight researchers-scientists in the NASA mission control centers of the WATR at the Dryden Flight Research Facility at Edwards, California. The hardware configuration and capabilities of the real-time software package are also discussed.

NASA Earth-to-Orbit Engineering Design Challenges: Thermal Protection Systems

Science.gov (United States)

National Aeronautics and Space Administration (NASA), 2010

2010-01-01

National Aeronautics and Space Administration (NASA) Engineers at Marshall Space Flight Center, Dryden Flight Research Center, and their partners at other NASA centers and in private industry are currently developing X-33, a prototype to test technologies for the next generation of space transportation. This single-stage-to-orbit reusable launch…

Pathfinder-Plus on a flight in Hawaii

Science.gov (United States)

1998-01-01

4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight over Hawaiian Islands

Science.gov (United States)

1998-01-01

days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

SR-71 Pilot Stephen (Steve) D. Ishmael

Science.gov (United States)

1992-01-01

NASA research pilot Stephen D. Ishmael is pictured here in front of an SR-71 Blackbird on the ramp at the Dryden Flight Research Center, Edwards, California. Ishmael was one of two NASA research pilots assigned to the SR-71 high speed research program in the early 1990s at NASA's Dryden Flight Research Facility (redesignated the Dryden Flight Research Center in 1994), Edwards, California. Ishmael became a NASA research pilot in 1977. Data from the SR-71 program will be used to aid designers of future supersonic aircraft and propulsion systems. Two SR-71 aircraft have been used by NASA as testbeds for high-speed and high-altitude aeronautical research. The aircraft, an SR-71A and an SR-71B pilot trainer aircraft, have been based here at NASA's Dryden Flight Research Center, Edwards, California. They were transferred to NASA after the U.S. Air Force program was cancelled. As research platforms, the aircraft can cruise at Mach 3 for more than one hour. For thermal experiments, this can produce heat soak temperatures of over 600 degrees Fahrenheit (F). This operating environment makes these aircraft excellent platforms to carry out research and experiments in a variety of areas -- aerodynamics, propulsion, structures, thermal protection materials, high-speed and high-temperature instrumentation, atmospheric studies, and sonic boom characterization. The SR-71 was used in a program to study ways of reducing sonic booms or over pressures that are heard on the ground, much like sharp thunderclaps, when an aircraft exceeds the speed of sound. Data from this Sonic Boom Mitigation Study could eventually lead to aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and

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

Science.gov (United States)

1962-01-01

After the first attempted ground-tow tests of the M2-F1 in March 1963, the vehicle was taken to the Ames Research Center, Mountain View, CA, for wind-tunnel testing. During these tests, Milt Thompson and others were in the M2-F1 to position the control surfaces for each test. The wingless, lifting body aircraft design was initially conceived as a means of landing an aircraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of re-entry less damaging to the vehicle. In 1962, Dryden management approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1, the 'M' referring to 'manned' and 'F' referring to 'flight' version. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in 1963. The first flight tests of the M2-F1 were over Rogers Dry Lake at the end of a tow rope attached to a hopped-up Pontiac convertible driven at speeds up to about 120 mph. This vehicle needed to be able to tow the M2-F1 on the Rogers Dry Lakebed adjacent to NASA's Flight Research Center (FRC) at a minimum speed of 100 miles per hour. To do that, it had to handle the 400-pound pull of the M2-F1. Walter 'Whitey' Whiteside, who was a retired Air Force maintenance officer working in the FRC's Flight Operations Division, was a dirt-bike rider and hot-rodder. Together with Boyden 'Bud' Bearce in the Procurement and Supply Branch of the FRC, Whitey acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C

High-Alpha Research Vehicle Lateral-Directional Control Law Description, Analyses, and Simulation Results

Science.gov (United States)

Davidson, John B.; Murphy, Patrick C.; Lallman, Frederick J.; Hoffler, Keith D.; Bacon, Barton J.

1998-01-01

This report contains a description of a lateral-directional control law designed for the NASA High-Alpha Research Vehicle (HARV). The HARV is a F/A-18 aircraft modified to include a research flight computer, spin chute, and thrust-vectoring in the pitch and yaw axes. Two separate design tools, CRAFT and Pseudo Controls, were integrated to synthesize the lateral-directional control law. This report contains a description of the lateral-directional control law, analyses, and nonlinear simulation (batch and piloted) results. Linear analysis results include closed-loop eigenvalues, stability margins, robustness to changes in various plant parameters, and servo-elastic frequency responses. Step time responses from nonlinear batch simulation are presented and compared to design guidelines. Piloted simulation task scenarios, task guidelines, and pilot subjective ratings for the various maneuvers are discussed. Linear analysis shows that the control law meets the stability margin guidelines and is robust to stability and control parameter changes. Nonlinear batch simulation analysis shows the control law exhibits good performance and meets most of the design guidelines over the entire range of angle-of-attack. This control law (designated NASA-1A) was flight tested during the Summer of 1994 at NASA Dryden Flight Research Center.

Design and Testing of Flight Control Laws on the RASCAL Research Helicopter

Science.gov (United States)

Frost, Chad R.; Hindson, William S.; Moralez. Ernesto, III; Tucker, George E.; Dryfoos, James B.

2001-01-01

Two unique sets of flight control laws were designed, tested and flown on the Army/NASA Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) JUH-60A Black Hawk helicopter. The first set of control laws used a simple rate feedback scheme, intended to facilitate the first flight and subsequent flight qualification of the RASCAL research flight control system. The second set of control laws comprised a more sophisticated model-following architecture. Both sets of flight control laws were developed and tested extensively using desktop-to-flight modeling, analysis, and simulation tools. Flight test data matched the model predicted responses well, providing both evidence and confidence that future flight control development for RASCAL will be efficient and accurate.

Emergency Flight Control Using Only Engine Thrust and Lateral Center-of-Gravity Offset: A First Look

Science.gov (United States)

Burcham, Frank W., Jr.; Burken, John; Maine, Trindel A.; Bull, John

1997-01-01

Normally, the damage that results in a total loss of the primary flight controls of a jet transport airplane, including all engines on one side, would be catastrophic. In response, NASA Dryden has conceived an emergency flight control system that uses only the thrust of a wing-mounted engine along with a lateral center-of-gravity (CGY) offset from fuel transfer. Initial analysis and simulation studies indicate that such a system works, and recent high-fidelity simulation tests on the MD-11 and B-747 suggest that the system provides enough control for a survivable landing. This paper discusses principles of flight control using only a wing engine thrust and CGY offset, along with the amount of CGY offset capability of some transport airplanes. The paper also presents simulation results of the throttle-only control capability and closed-loop control of ground track using computer-controlled thrust.

Armstrong Flight Research Center Research Technology and Engineering Report 2015

Science.gov (United States)

Voracek, David F.

2016-01-01

I am honored to endorse the 2015 Neil A. Armstrong Flight Research Center’s Research, Technology, and Engineering Report. The talented researchers, engineers, and scientists at Armstrong are continuing a long, rich legacy of creating innovative approaches to solving some of the difficult problems and challenges facing NASA and the aerospace community.Projects at NASA Armstrong advance technologies that will improve aerodynamic efficiency, increase fuel economy, reduce emissions and aircraft noise, and enable the integration of unmanned aircraft into the national airspace. The work represented in this report highlights the Center’s agility to develop technologies supporting each of NASA’s core missions and, more importantly, technologies that are preparing us for the future of aviation and space exploration.We are excited about our role in NASA’s mission to develop transformative aviation capabilities and open new markets for industry. One of our key strengths is the ability to rapidly move emerging techniques and technologies into flight evaluation so that we can quickly identify their strengths, shortcomings, and potential applications.This report presents a brief summary of the technology work of the Center. It also contains contact information for the associated technologists responsible for the work. Don’t hesitate to contact them for more information or for collaboration ideas.

Pathfinder-Plus takes off on flight in Hawaii

Science.gov (United States)

1998-01-01

above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

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

Science.gov (United States)

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

2015-01-01

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

1998 NASA-ASEE-Stanford Summer Faculty Fellowship Program

Science.gov (United States)

1998-01-01

This report presents the essential features and highlights of the 1998 Summer Faculty Fellowship Program at Ames Research Center and Dryden Flight Research Center in a comprehensive and concise form. Summary reports describing the fellows' technical accomplishments are enclosed in the attached technical report. The proposal for the 1999 NASA-ASEE-Stanford Summer Faculty Fellowship Program is being submitted under separate cover. Of the 31 participating fellows, 27 were at Ames and 4 were at Dryden. The Program's central feature is the active participation by each fellow in one of the key technical activities currently under way at either the NASA Ames Research Center or the NASA Dryden Flight Research Center. The research topic is carefully chosen in advance to satisfy the criteria of: (1) importance to NASA, (2) high technical level, and (3) a good match to the interests, ability, and experience of the fellow, with the implied possibility of NASA-supported follow-on work at the fellow's home institution. Other features of the Summer Faculty Fellowship Program include participation by the fellows in workshops and seminars at Stanford, the Ames Research Center, and other off-site locations. These enrichment programs take place either directly or remotely, via the Stanford Center for Professional Development, and also involve specific interactions between fellows and Stanford faculty on technical and other academic subjects. A few, brief remarks are in order to summarize the fellows' opinions of the summer program. It is noteworthy that 90% of the fellows gave the NASA-Ames/Dryden- Stanford program an "excellent" rating and the remaining 10%, "good." Also, 100% would recommend the program to their colleagues as an effective means of furthering their professional development as teachers and researchers. Last, but not least, 87% of the fellows stated that a continuing research relationship with their NASA colleagues' organization probably would be maintained. Therefore

AirSTAR Hardware and Software Design for Beyond Visual Range Flight Research

Science.gov (United States)

Laughter, Sean; Cox, David

2016-01-01

The National Aeronautics and Space Administration (NASA) Airborne Subscale Transport Aircraft Research (AirSTAR) Unmanned Aerial System (UAS) is a facility developed to study the flight dynamics of vehicles in emergency conditions, in support of aviation safety research. The system was upgraded to have its operational range significantly expanded, going beyond the line of sight of a ground-based pilot. A redesign of the airborne flight hardware was undertaken, as well as significant changes to the software base, in order to provide appropriate autonomous behavior in response to a number of potential failures and hazards. Ground hardware and system monitors were also upgraded to include redundant communication links, including ADS-B based position displays and an independent flight termination system. The design included both custom and commercially available avionics, combined to allow flexibility in flight experiment design while still benefiting from tested configurations in reversionary flight modes. A similar hierarchy was employed in the software architecture, to allow research codes to be tested, with a fallback to more thoroughly validated flight controls. As a remotely piloted facility, ground systems were also developed to ensure the flight modes and system state were communicated to ground operations personnel in real-time. Presented in this paper is a general overview of the concept of operations for beyond visual range flight, and a detailed review of the airborne hardware and software design. This discussion is held in the context of the safety and procedural requirements that drove many of the design decisions for the AirSTAR UAS Beyond Visual Range capability.

MD-11 PCA - View of aircraft on ramp

Science.gov (United States)

1995-01-01

This McDonnell Douglas MD-11 is taxiing to a position on the flightline at NASA's Dryden Flight Research Center, Edwards, California, following its completion of the first and second landings ever performed by a transport aircraft under engine power only (on Aug. 29, 1995). The milestone flight, with NASA research pilot and former astronaut Gordon Fullerton at the controls, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple. For pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

MD-11 PCA - Closeup view of aircraft on ramp

Science.gov (United States)

1995-01-01

This McDonnell Douglas MD-11 has taxied to a position on the flightline at NASA's Dryden Flight Research Center, Edwards, California, following its completion of the first and second landings ever performed by a transport aircraft under engine power only (on Aug. 29, 1995). The milestone flight, with NASA research pilot and former astronaut Gordon Fullerton at the controls, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple. For pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

CSI flight experiment projects of the Naval Research Laboratory

Science.gov (United States)

Fisher, Shalom

1993-02-01

The Naval Research Laboratory (NRL) is involved in an active program of CSI flight experiments. The first CSI flight experiment of the Naval Research Laboratory, the Low Power Atmospheric Compensation Experiment (LACE) dynamics experiment, has successfully measured vibrations of an orbiting satellite with a ground-based laser radar. The observations, made on January 7, 8 and 10, 1991, represent the first ever measurements of this type. In the tests, a narrowband heterodyne CO2 laser radar, operating at a wavelength of 10.6 microns, detected vibration induced differential-Doppler signatures of the LACE satellite. Power spectral densities of forced oscillations and modal frequencies and damping rates of free-damped vibrations were obtained and compared with finite element structural models of the LACE system. Another manifested flight experiment is the Advanced Controls Technology Experiment (ACTEX) designed to demonstrate active and passive damping with piezo-electric (PZT) sensors and actuators. This experiment was developed under the management of the Air Force Phillips Laboratory with integration of the experiment at NRL. It is to ride as a secondary, or 'piggyback,' experiment on a future Navy satellite.

Configuration management issues and objectives for a real-time research flight test support facility

Science.gov (United States)

Yergensen, Stephen; Rhea, Donald C.

1988-01-01

Presented are some of the critical issues and objectives pertaining to configuration management for the NASA Western Aeronautical Test Range (WATR) of Ames Research Center. The primary mission of the WATR is to provide a capability for the conduct of aeronautical research flight test through real-time processing and display, tracking, and communications systems. In providing this capability, the WATR must maintain and enforce a configuration management plan which is independent of, but complimentary to, various research flight test project configuration management systems. A primary WATR objective is the continued development of generic research flight test project support capability, wherein the reliability of WATR support provided to all project users is a constant priority. Therefore, the processing of configuration change requests for specific research flight test project requirements must be evaluated within a perspective that maintains this primary objective.

Pathfinder-Plus on flight over Hawaiian island N'ihau

Science.gov (United States)

1998-01-01

-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Pathfinder-Plus on flight near Hawaiian island N'ihau

Science.gov (United States)

1998-01-01

flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Simulation and experimental research on line throwing rocket with flight

Directory of Open Access Journals (Sweden)

Wen-bin Gu

2014-06-01

Full Text Available The finite segment method is used to model the line throwing rocket system. A dynamic model of line throwing rocket with flight motion based on Kane's method is presented by the kinematics description of the system and the consideration of the forces acting on the system. The experiment designed according to the parameters of the dynamic model is made. The simulation and experiment results, such as range, velocity and flight time, are compared and analyzed. The simulation results are basically agreed with the test data, which shows that the flight motion of the line throwing rocket can be predicted by the dynamic model. A theoretical model and guide for the further research on the disturbance of rope and the guidance, flight control of line throwing rocket are provided by the dynamic modeling.

Research progress on the space-flight mutation breeding of woodyplant

International Nuclear Information System (INIS)

Cui Binbin; Sun Yuhan; Li Yun

2013-01-01

The space-flight mutation breeding conception, characteristics, mutagenic effects, research progress at home and abroad in woody plant were reviewed in this paper. Compared with crops, although the research of the woody plants space-flight mutation breeding in China started later, but it has developed rapidly and has gotten certain achievement. Now the satellite and high-altitude balloon experiment were conducted with over 20 tree species such as Populus ussuriensis and 50 flower species such as Paeonia suffruticosa. The above work will has profound significance for space-flight breeding technology application on woody plants. In the end, this thesis analyzes the prospect in the future from four aspects such as using woody plants asexual reproduction characteristic, strengthening the space mutation mechanism study, enhancing new space mutation varieties screen and strengthening ornamental specific types selection. This thesis also thinks that the space mutation breeding is expected to become an effective way in woody plant genetic breeding. (authors)

In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety.

Science.gov (United States)

Signal, T Leigh; Gander, Philippa H; van den Berg, Margo J; Graeber, R Curtis

2013-01-01

To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). N/A. Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated.

Hyper-X Program Status

Science.gov (United States)

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.

76 FR 16643 - NASA Advisory Council; Aeronautics Committee; Meeting

Science.gov (United States)

2011-03-24

... NATIONAL AERONAUTICS AND SPACE ADMINISTRATION [Notice (11-024)] NASA Advisory Council; Aeronautics... Aeronautics and Space Administration announces a meeting of the Aeronautics Committee of the NASA Advisory.... ADDRESSES: Thursday, April 14, 2011--NASA Dryden Flight Research Center (DFRC), Lilly Drive Building 4825...

Pathfinder-Plus on a flight over Hawaiian island N'ihau

Science.gov (United States)

1998-01-01

-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Data Analysis Facility (DAF)

Science.gov (United States)

1991-01-01

NASA-Dryden's Data Analysis Facility (DAF) provides a variety of support services to the entire Dryden community. It provides state-of-the-art hardware and software systems, available to any Dryden engineer for pre- and post-flight data processing and analysis, plus supporting all archival and general computer use. The Flight Data Access System (FDAS) is one of the advanced computer systems in the DAF, providing for fast engineering unit conversion and archival processing of flight data delivered from the Western Aeronautical Test Range. Engineering unit conversion and archival formatting of flight data is performed by the DRACO program on a Sun 690MP and an E-5000 computer. Time history files produced by DRACO are then moved to a permanent magneto-optical archive, where they are network-accessible 24 hours a day, 7 days a week. Pertinent information about the individual flights is maintained in a relational (Sybase) database. The DAF also houses all general computer services, including; the Compute Server 1 and 2 (CS1 and CS2), the server for the World Wide Web, overall computer operations support, courier service, a CD-ROM Writer system, a Technical Support Center, the NASA Dryden Phone System (NDPS), and Hardware Maintenance.

NASA Armstrong Status

Science.gov (United States)

Jacobson, Steven R.

2014-01-01

Armstrong (formerly Dryden) Flight Research Center continues it's legacy of exciting work in the area of dynamics and control of advanced vehicle concepts. This status presentation highlights the research and technology development that Armstrong's Control and Dynamics branch is performing in the areas of Control of Flexible Structures and Automated Cooperative Trajectories.

Full Scale Advanced Systems Testbed (FAST): Capabilities and Recent Flight Research

Science.gov (United States)

Miller, Christopher

2014-01-01

At the NASA Armstrong Flight Research Center research is being conducted into flight control technologies that will enable the next generation of air and space vehicles. The Full Scale Advanced Systems Testbed (FAST) aircraft provides a laboratory for flight exploration of these technologies. In recent years novel but simple adaptive architectures for aircraft and rockets have been researched along with control technologies for improving aircraft fuel efficiency and control structural interaction. This presentation outlines the FAST capabilities and provides a snapshot of the research accomplishments to date. Flight experimentation allows a researcher to substantiate or invalidate their assumptions and intuition about a new technology or innovative approach Data early in a development cycle is invaluable for determining which technology barriers are real and which ones are imagined Data for a technology at a low TRL can be used to steer and focus the exploration and fuel rapid advances based on real world lessons learned It is important to identify technologies that are mature enough to benefit from flight research data and not be tempted to wait until we have solved all the potential issues prior to getting some data Sometimes a stagnated technology just needs a little real world data to get it going One trick to getting data for low TRL technologies is finding an environment where it is okay to take risks, where occasional failure is an expected outcome Learning how things fail is often as valuable as showing that they work FAST has been architected to facilitate this type of testing for control system technologies, specifically novel algorithms and sensors Rapid prototyping with a quick turnaround in a fly-fix-fly paradigm Sometimes it's easier and cheaper to just go fly it than to analyze the problem to death The goal is to find and test control technologies that would benefit from flight data and find solutions to the real barriers to innovation. The FAST

Use of ILTV Control Laws for LaNCETS Flight Research

Science.gov (United States)

Moua, Cheng

2010-01-01

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

Assessment team report on flight-critical systems research at NASA Langley Research Center

Science.gov (United States)

Siewiorek, Daniel P. (Compiler); Dunham, Janet R. (Compiler)

1989-01-01

The quality, coverage, and distribution of effort of the flight-critical systems research program at NASA Langley Research Center was assessed. Within the scope of the Assessment Team's review, the research program was found to be very sound. All tasks under the current research program were at least partially addressing the industry needs. General recommendations made were to expand the program resources to provide additional coverage of high priority industry needs, including operations and maintenance, and to focus the program on an actual hardware and software system that is under development.

Fundamental Research into Hyperelastic Materials for Flight Applications (FY15)

Data.gov (United States)

National Aeronautics and Space Administration — This research project is working to develop methods to characterize elastomer materials for flight applications as well as instrumentation methods to monitor their...

Rotary Balance Wind Tunnel Testing for the FASER Flight Research Aircraft

Science.gov (United States)

Denham, Casey; Owens, D. Bruce

2016-01-01

Flight dynamics research was conducted to collect and analyze rotary balance wind tunnel test data in order to improve the aerodynamic simulation and modeling of a low-cost small unmanned aircraft called FASER (Free-flying Aircraft for Sub-scale Experimental Research). The impetus for using FASER was to provide risk and cost reduction for flight testing of more expensive aircraft and assist in the improvement of wind tunnel and flight test techniques, and control laws. The FASER research aircraft has the benefit of allowing wind tunnel and flight tests to be conducted on the same model, improving correlation between wind tunnel, flight, and simulation data. Prior wind tunnel tests include a static force and moment test, including power effects, and a roll and yaw damping forced oscillation test. Rotary balance testing allows for the calculation of aircraft rotary derivatives and the prediction of steady-state spins. The rotary balance wind tunnel test was conducted in the NASA Langley Research Center (LaRC) 20-Foot Vertical Spin Tunnel (VST). Rotary balance testing includes runs for a set of given angular rotation rates at a range of angles of attack and sideslip angles in order to fully characterize the aircraft rotary dynamics. Tests were performed at angles of attack from 0 to 50 degrees, sideslip angles of -5 to 10 degrees, and non-dimensional spin rates from -0.5 to 0.5. The effects of pro-spin elevator and rudder deflection and pro- and anti-spin elevator, rudder, and aileron deflection were examined. The data are presented to illustrate the functional dependence of the forces and moments on angle of attack, sideslip angle, and angular rate for the rotary contributions to the forces and moments. Further investigation is necessary to fully characterize the control effectors. The data were also used with a steady state spin prediction tool that did not predict an equilibrium spin mode.

A Powerful Friendship: Theodore von Karman and Hugh L. Dryden

Science.gov (United States)

Gorn, Michael

2003-01-01

During their long personal friendship and professional association, Theodore von Karman (1882-1963) and Hugh L. Dryden (1898-1965) exercised a pivotal if somewhat elusive influence over American aeronautics and spaceflight. Both decisive figures in organizing scientists and engineers at home and abroad, both men of undisputed eminence in their technical fields, their range of contacts in government, academia, the armed forces, industry, and professional societies spanned the globe to an extent unparalleled then as now. Moreover, because they coordinated their activities closely, their combined influence far exceeded the sum of each one s individual contributions. This paper illustrates their personal origins as well as the foundations of their friendship, how their relationship became a professional alliance, and their joint impact on the world of aeronautics and astronautics during the twentieth century.

Investigation of Inner Loop Flight Control Strategies for High-Speed Research

Science.gov (United States)

Newman, Brett; Kassem, Ayman

1999-01-01

This report describes the activities and findings conducted under contract NAS1-19858 with NASA Langley Research Center. Subject matter is the investigation of suitable flight control design methodologies and solutions for large, flexible high-speed vehicles. Specifically, methodologies are to address the inner control loops used for stabilization and augmentation of a highly coupled airframe system possibly involving rigid-body motion, structural vibrations, unsteady aerodynamics, and actuator dynamics. Techniques considered in this body of work are primarily conventional-based, and the vehicle of interest is the High-Speed Civil Transport (HSCT). Major findings include 1) current aeroelastic vehicle modeling procedures require further emphasis and refinement, 2) traditional and nontraditional inner loop flight control strategies employing a single feedback loop do not appear sufficient for highly flexible HSCT class vehicles, 3) inner loop flight control systems will, in all likelihood, require multiple interacting feedback loops, and 4) Ref. H HSCT configuration presents major challenges to designing acceptable closed-loop flight dynamics.

The Department of Defense: Reducing Its Reliance on Fossil-Based Aviation Fuel - Issues for Congress

Science.gov (United States)

2007-06-15

19 Figure 2. KC-135 Winglet Flight Tests at Dryden Flight Research Center . . . . 23 List of Tables Table 1...efficiency of the T-38 compared to either the B-52H or the C-5B is a reflection of the smaller aircraft’s aerodynamic design, afterburning engines, and...involving two or more opposing forces using rules, data, and procedures designed to depict an actual or assumed real life situation.” 19 Winglets , for

Research & Technology Report Goddard Space Flight Center

Science.gov (United States)

Soffen, Gerald A. (Editor); Truszkowski, Walter (Editor); Ottenstein, Howard (Editor); Frost, Kenneth (Editor); Maran, Stephen (Editor); Walter, Lou (Editor); Brown, Mitch (Editor)

1995-01-01

The main theme of this edition of the annual Research and Technology Report is Mission Operations and Data Systems. Shifting from centralized to distributed mission operations, and from human interactive operations to highly automated operations is reported. The following aspects are addressed: Mission planning and operations; TDRSS, Positioning Systems, and orbit determination; hardware and software associated with Ground System and Networks; data processing and analysis; and World Wide Web. Flight projects are described along with the achievements in space sciences and earth sciences. Spacecraft subsystems, cryogenic developments, and new tools and capabilities are also discussed.

Airborne Research Experience for Educators

Science.gov (United States)

Costa, V. B.; Albertson, R.; Smith, S.; Stockman, S. A.

2009-12-01

The Airborne Research Experience for Educators (AREE) Program, conducted by the NASA Dryden Flight Research Center Office of Education in partnership with the AERO Institute, NASA Teaching From Space Program, and California State University Fullerton, is a complete end-to-end residential research experience in airborne remote sensing and atmospheric science. The 2009 program engaged ten secondary educators who specialize in science, technology, engineering or mathematics in a 6-week Student Airborne Research Program (SARP) offered through NSERC. Educators participated in collection of in-flight remote sensor data during flights aboard the NASA DC-8 as well as in-situ research on atmospheric chemistry (bovine emissions of methane); algal blooms (remote sensing to determine location and degree of blooms for further in-situ analysis); and crop classification (exploration of how drought conditions in Central California have impacted almond and cotton crops). AREE represents a unique model of the STEM teacher-as-researcher professional development experience because it asks educators to participate in a research experience and then translate their experiences into classroom practice through the design, implementation, and evaluation of instructional materials that emphasize the scientific research process, inquiry-based investigations, and manipulation of real data. Each AREE Master Educator drafted a Curriculum Brief, Teachers Guide, and accompanying resources for a topic in their teaching assignment Currently, most professional development programs offer either a research experience OR a curriculum development experience. The dual nature of the AREE model engaged educators in both experiences. Educators’ content and pedagogical knowledge of STEM was increased through the review of pertinent research articles during the first week, attendance at lectures and workshops during the second week, and participation in the airborne and in-situ research studies, data

Sensor Systems Collect Critical Aerodynamics Data

Science.gov (United States)

2010-01-01

With the support of Small Business Innovation Research (SBIR) contracts with Dryden Flight Research Center, Tao of Systems Integration Inc. developed sensors and other components that will ultimately form a first-of-its-kind, closed-loop system for detecting, measuring, and controlling aerodynamic forces and moments in flight. The Hampton, Virginia-based company commercialized three of the four planned components, which provide sensing solutions for customers such as Boeing, General Electric, and BMW and are used for applications such as improving wind turbine operation and optimizing air flow from air conditioning systems. The completed system may one day enable flexible-wing aircraft with flight capabilities like those of birds.

Operations Research Flight Ground Service Education/Outreach

Science.gov (United States)

Smith, Scott M.

2011-01-01

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

Tom test 8/26/02 11:45am

Science.gov (United States)

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/

NASA aircraft technician Donte Warren completes placement of the first official U.S. Centennial of F

Science.gov (United States)

2002-01-01

NASA aircraft technician Donte Warren completes placement of the first official U.S. Centennial of Flight Commission logo on an aircraft. The honored recipient is NASA Dryden Flight Research Center's Active Aeroelastic Wing (AAW) F/A-18 research aircraft, which is poised to begin wing-warping research flights harkening back to the Wright brothers. The Centennial of Flight Commission was created by the U.S.Congress in 1999 to serve as a national and international source of information about activities to commemorate the centennial of the Wright Brothers' first powered flight on the sands of Kitty Hawk, North Carolina, on December 17, 1903. Centennial activities are scheduled for 2003 in both North Carolina and Dayton, Ohio, home of the Wrights. In addition to these celebrations, numerous historical and educational projects are anticipated on the subject of aviation and aeronautics that will be an important legacy of the centennial of powered flight.

NASA aircraft technician Don Herman completes placement of the first official U.S. Centennial of Fli

Science.gov (United States)

2002-01-01

NASA aircraft technician Don Herman completes placement of the first official U.S. Centennial of Flight Commission logo on an aircraft. The honored recipient is NASA Dryden Flight Research Center's Active Aeroelastic Wing (AAW) F/A-18 research aircraft, which is poised to begin wing-warping research flights harkening back to the Wright brothers. The Centennial of Flight Commission was created by the U.S.Congress in 1999 to serve as a national and international source of information about activities to commemorate the centennial of the Wright Brothers' first powered flight on the sands of Kitty Hawk, North Carolina, on December 17, 1903. Centennial activities are scheduled for 2003 in both North Carolina and Dayton, Ohio, home of the Wrights. In addition to these celebrations, numerous historical and educational projects are anticipated on the subject of aviation and aeronautics that will be an important legacy of the centennial of powered flight.

In-flight simulators and fly-by-wirelight demonstrators a historical account of international aeronautical research

CERN Document Server

2017-01-01

This book offers the first complete account of more than sixty years of international research on In-Flight Simulation and related development of electronic and electro-optic flight control system technologies (“Fly-by-Wire” and “Fly-by-Light”). They have provided a versatile and experimental procedure that is of particular importance for verification, optimization, and evaluation of flying qualities and flight safety of manned or unmanned aircraft systems. Extensive coverage is given in the book to both fundamental information related to flight testing and state-of-the-art advances in the design and implementation of electronic and electro-optic flight control systems, which have made In-Flight Simulation possible. Written by experts, the respective chapters clearly show the interdependence between various aeronautical disciplines and in-flight simulation methods. Taken together, they form a truly multidisciplinary book that addresses the needs of not just flight test engineers, but also other aerona...

Advanced Fiber Optic-Based Sensing Technology for Unmanned Aircraft Systems

Science.gov (United States)

Richards, Lance; Parker, Allen R.; Piazza, Anthony; Ko, William L.; Chan, Patrick; Bakalyar, John

2011-01-01

This presentation provides an overview of fiber optic sensing technology development activities performed at NASA Dryden in support of Unmanned Aircraft Systems. Examples of current and previous work are presented in the following categories: algorithm development, system development, instrumentation installation, ground R&D, and flight testing. Examples of current research and development activities are provided.

A Survey of Open-Source UAV Flight Controllers and Flight Simulators

DEFF Research Database (Denmark)

Ebeid, Emad Samuel Malki; Skriver, Martin; Terkildsen, Kristian Husum

2018-01-01

, which are all tightly linked to the UAV flight controller hardware and software. The lack of standardization of flight controller architectures and the use of proprietary closed-source flight controllers on many UAV platforms, however, complicates this work: solutions developed for one flight controller...... may be difficult to port to another without substantial extra development and testing. Using open-source flight controllers mitigates some of these challenges and enables other researchers to validate and build upon existing research. This paper presents a survey of the publicly available open...

X-36 on Ramp Viewed from Above

Science.gov (United States)

1997-01-01

This look-down view of the X-36 Tailless Fighter Agility Research Aircraft on the ramp at NASA's Dryden Flight Research Center, Edwards, California, clearly shows the unusual wing and canard design of the remotely-piloted aircraft. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet

Scaled Model Technology for Flight Research of General Aviation Aircraft, Phase II

Data.gov (United States)

National Aeronautics and Space Administration — Our proposed future Phase II activities are aimed at developing a scientifically based "tool box" for flight research using scaled models. These tools will be of...

Flight test operations using an F-106B research airplane modified with a wing leading-edge vortex flap

Science.gov (United States)

Dicarlo, Daniel J.; Brown, Philip W.; Hallissy, James B.

1992-01-01

Flight tests of an F-106B aircraft equipped with a leading-edge vortex flap, which represented the culmination of a research effort to examine the effectiveness of the flap, were conducted at the NASA Langley Research Center. The purpose of the flight tests was to establish a data base on the use of a wing leading-edge vortex flap as a means to validate the design and analysis methods associated with the development of such a vortical flow-control concept. The overall experiment included: refinements of the design codes for vortex flaps; numerous wind tunnel entries to aid in verifying design codes and determining basic aerodynamic characteristics; design and fabrication of the flaps, structural modifications to the wing tip and leading edges of the test aircraft; development and installation of an aircraft research instrumentation system, including wing and flap surface pressure measurements and selected structural loads measurements; ground-based simulation to assess flying qualities; and finally, flight testing. This paper reviews the operational aspects associated with the flight experiment, which includes a description of modifications to the research airplane, the overall flight test procedures, and problems encountered. Selected research results are also presented to illustrate the accomplishments of the research effort.

Pathfinder-Plus on flight over Hawaiian Islands, with N'ihau and Lehua in the background

Science.gov (United States)

1998-01-01

and flying non-stop for at least 4 days above 50,000 feet. Major activities of Pathfinder Plus' Hawaiian flights included detection of forest nutrient status, forest regrowth after damage caused by Hurricane Iniki in 1992, sediment/algal concentrations in coastal waters, and assessment of coral reef health. Pathfinder science activities were coordinated by NASA's Ames Research Center, Mountain View, California, and included researchers from the University of Hawaii and the University of California. Pathfinder is part of NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program managed by NASA's Dryden Flight Research Center, Edwards, California. Pathfinder and Pathfinder Plus were designed, built, and operated by AeroVironment, Inc., Monrovia, California. Pathfinder had a 98.4-foot wing span and weighed 560 pounds. Pathfinder Plus has a 121-foot wing span and weighs about 700 pounds. Pathfinder was powered by six electric motors while Pathfinder Plus has eight. Pathfinder's solar arrays produced approximately 8,000 watts of power while Pathfinder Plus' solar arrays produce about 12,500 watts of power. Both Pathfinder aircraft were built primarily of composites, plastic, and foam.

Computer-Aided Systems Engineering for Flight Research Projects Using a Workgroup Database

Science.gov (United States)

Mizukami, Masahi

2004-01-01

An online systems engineering tool for flight research projects has been developed through the use of a workgroup database. Capabilities are implemented for typical flight research systems engineering needs in document library, configuration control, hazard analysis, hardware database, requirements management, action item tracking, project team information, and technical performance metrics. Repetitive tasks are automated to reduce workload and errors. Current data and documents are instantly available online and can be worked on collaboratively. Existing forms and conventional processes are used, rather than inventing or changing processes to fit the tool. An integrated tool set offers advantages by automatically cross-referencing data, minimizing redundant data entry, and reducing the number of programs that must be learned. With a simplified approach, significant improvements are attained over existing capabilities for minimal cost. By using a workgroup-level database platform, personnel most directly involved in the project can develop, modify, and maintain the system, thereby saving time and money. As a pilot project, the system has been used to support an in-house flight experiment. Options are proposed for developing and deploying this type of tool on a more extensive basis.

INFRARED IMAGING OF CARBON AND CERAMIC COMPOSITES: DATA REPRODUCIBILITY

International Nuclear Information System (INIS)

Knight, B.; Howard, D. R.; Ringermacher, H. I.; Hudson, L. D.

2010-01-01

Infrared NDE techniques have proven to be superior for imaging of flaws in ceramic matrix composites (CMC) and carbon silicon carbide composites (C/SiC). Not only can one obtain accurate depth gauging of flaws such as delaminations and layered porosity in complex-shaped components such as airfoils and other aeronautical components, but also excellent reproducibility of image data is obtainable using the STTOF (Synthetic Thermal Time-of-Flight) methodology. The imaging of large complex shapes is fast and reliable. This methodology as applied to large C/SiC flight components at the NASA Dryden Flight Research Center will be described.

Infrared Imaging of Carbon and Ceramic Composites: Data Reproducibility

Science.gov (United States)

Knight, B.; Howard, D. R.; Ringermacher, H. I.; Hudson, L. D.

2010-02-01

Infrared NDE techniques have proven to be superior for imaging of flaws in ceramic matrix composites (CMC) and carbon silicon carbide composites (C/SiC). Not only can one obtain accurate depth gauging of flaws such as delaminations and layered porosity in complex-shaped components such as airfoils and other aeronautical components, but also excellent reproducibility of image data is obtainable using the STTOF (Synthetic Thermal Time-of-Flight) methodology. The imaging of large complex shapes is fast and reliable. This methodology as applied to large C/SiC flight components at the NASA Dryden Flight Research Center will be described.

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

Science.gov (United States)

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

1993-01-01

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

Flight Planning

Science.gov (United States)

1991-01-01

Seagull Technology, Inc., Sunnyvale, CA, produced a computer program under a Langley Research Center Small Business Innovation Research (SBIR) grant called STAFPLAN (Seagull Technology Advanced Flight Plan) that plans optimal trajectory routes for small to medium sized airlines to minimize direct operating costs while complying with various airline operating constraints. STAFPLAN incorporates four input databases, weather, route data, aircraft performance, and flight-specific information (times, payload, crew, fuel cost) to provide the correct amount of fuel optimal cruise altitude, climb and descent points, optimal cruise speed, and flight path.

A Flight Research Overview of WSPR, a Pilot Project for Sonic Boom Community Response

Science.gov (United States)

Cliatt, Larry J., II; Haering, Edward A., Jr.; Jones, Thomas P.; Waggoner, Erin R.; Flattery, Ashley K.; Wiley, Scott L.

2014-01-01

In support of the ongoing effort by the National Aeronautics and Space Administration (NASA) to bring supersonic commercial travel to the public, the NASA Armstrong Flight Research Center and the NASA Langley Research Center, in cooperation with other industry organizations, conducted a flight research experiment to identify the methods, tools, and best practices for a large-scale quiet (or low) sonic boom community human response test. The name of the effort was Waveforms and Sonic boom Perception and Response (WSPR). Such tests will be applied to building a dataset that governing agencies such as the Federal Aviation Administration and the International Civil Aviation Organization will use to establish regulations for acceptable sound levels of overland sonic booms. The WSPR test was the first such effort that studied responses to non-traditional low sonic booms while the subject persons were in their own homes and performing daily activities.The WSPR test was a NASA collaborative effort with several industry partners, in response to a NASA Aeronautics Research Mission Directorate Research Opportunities in Aeronautics. The primary contractor was Wyle (El Segundo, California). Other partners included Gulfstream Aerospace Corporation (Savannah, Georgia); Pennsylvania State University (University Park, Pennsylvania); Tetra Tech, Inc. (Pasadena, California); and Fidell Associates, Inc. (Woodland Hills, California).A major objective of the effort included exposing a community to the sonic boom magnitudes and occurrences that would be expected to occur in high-air traffic regions having a network of supersonic commercial aircraft in place. Low-level sonic booms designed to simulate those produced by the next generation of commercial supersonic aircraft were generated over a small residential community. The sonic boom footprint was recorded with an autonomous wireless microphone array that spanned the entire community. Human response data were collected using multiple

New Methodology for Optimal Flight Control using Differential Evolution Algorithms applied on the Cessna Citation X Business Aircraft – Part 2. Validation on Aircraft Research Flight Level D Simulator

Directory of Open Access Journals (Sweden)

Yamina BOUGHARI

2017-06-01

Full Text Available In this paper the Cessna Citation X clearance criteria were evaluated for a new Flight Controller. The Flight Control Law were optimized and designed for the Cessna Citation X flight envelope by combining the Deferential Evolution algorithm, the Linear Quadratic Regulator method, and the Proportional Integral controller during a previous research presented in part 1. The optimal controllers were used to reach satisfactory aircraft’s dynamic and safe flight operations with respect to the augmentation systems’ handling qualities, and design requirements. Furthermore the number of controllers used to control the aircraft in its flight envelope was optimized using the Linear Fractional Representations features. To validate the controller over the whole aircraft flight envelope, the linear stability, eigenvalue, and handling qualities criteria in addition of the nonlinear analysis criteria were investigated during this research to assess the business aircraft for flight control clearance and certification. The optimized gains provide a very good stability margins as the eigenvalue analysis shows that the aircraft has a high stability, and a very good flying qualities of the linear aircraft models are ensured in its entire flight envelope, its robustness is demonstrated with respect to uncertainties due to its mass and center of gravity variations.

Mini-Sniffer III on Lakebed

Science.gov (United States)

1976-01-01

The third remotely-piloted Mini-Sniffer research vehicle rests on the lakebed adjacent to the Dryden Flight Research Center, Edwards, California. This view shows the wing shape, hydrazine engine, and the tail booms. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

X-36 on Ground after Radio and Telemetry Tests

Science.gov (United States)

1996-01-01

A UH-1 helicopter lowers the X-36 Tailless Fighter Agility Research Aircraft to the ground after radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and

X-36 Carried Aloft by Helicopter during Radio and Telemetry Tests

Science.gov (United States)

1996-01-01

A Bell UH-1 helicopter lifts the X-36 Tailless Fighter Agility Research Aircraft off the ground for radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and

New Methodology for Optimal Flight Control using Differential Evolution Algorithms applied on the Cessna Citation X Business Aircraft – Part 2. Validation on Aircraft Research Flight Level D Simulator

OpenAIRE

Yamina BOUGHARI; Georges GHAZI; Ruxandra Mihaela BOTEZ; Florian THEEL

2017-01-01

In this paper the Cessna Citation X clearance criteria were evaluated for a new Flight Controller. The Flight Control Law were optimized and designed for the Cessna Citation X flight envelope by combining the Deferential Evolution algorithm, the Linear Quadratic Regulator method, and the Proportional Integral controller during a previous research presented in part 1. The optimal controllers were used to reach satisfactory aircraft’s dynamic and safe flight operations with respect to the augme...

Space flight research leading to the development of enhanced plant products: Results from STS-94

Science.gov (United States)

Stodieck, Louis S.; Hoehn, Alex; Heyenga, A. Gerard

1998-01-01

Products derived from plants, such as foods, pharmaceuticals, lumber, paper, oils, etc., are pervasive in everyday life and generate revenues in the hundreds of billions of dollars. Research on space-grown plants has the potential to alter quantities, properties and types of plant-derived products in beneficial ways. Research on space grown plants may help expand the utilization of this resource for Earth based benefit to an even greater extent. The use of space flight conditions may help provide a greater understanding and ultimate manipulation of the metabolic and genetic control of commercially important plant products. Companies that derive and sell plant products could significantly benefit from investing in space research and development. A flight investigation was conducted on the Shuttle mission STS-94 to establish the initial experimental conditions necessary to test the hypothesis that the exposure of certain plant forms to an adequate period of microgravity may divert the cell metabolic expenditure on structural compounds such as lignin to alternative secondary metabolic compounds which are of commercial interest. Nine species of plants were grown for 16 days in the Astro/Plant Generic Bioprocessing Apparatus (Astro/PGBA) under well-controlled environmental conditions. Approximately half of the plant species exhibited significant growth comparable with synchronous ground controls. The other flight plant species were stunted and showed signs of stress with the cause still under investigation. For the plants that grew well, analyses are underway and are expected to demonstrate the potential for space flight biotechnology research.

Open Source Initiative Powers Real-Time Data Streams

Science.gov (United States)

2014-01-01

Under an SBIR contract with Dryden Flight Research Center, Creare Inc. developed a data collection tool called the Ring Buffered Network Bus. The technology has now been released under an open source license and is hosted by the Open Source DataTurbine Initiative. DataTurbine allows anyone to stream live data from sensors, labs, cameras, ocean buoys, cell phones, and more.

Integrated technology rotor/flight research rotor hub concept definition

Science.gov (United States)

Dixon, P. G. C.

1983-01-01

Two variations of the helicopter bearingless main rotor hub concept are proposed as bases for further development in the preliminary design phase of the Integrated Technology Rotor/Flight Research Rotor (ITR/FRR) program. This selection was the result of an evaluation of three bearingless hub concepts and two articulated hub concepts with elastomeric bearings. The characteristics of each concept were evaluated by means of simplified methodology. These characteristics included the assessment of stability, vulnerability, weight, drag, cost, stiffness, fatigue life, maintainability, and reliability.

Flight Test Experience With an Electromechanical Actuator on the F-18 Systems Research Aircraft

Science.gov (United States)

Jensen, Stephen C.; Jenney, Gavin D.; Raymond, Bruce; Dawson, David

2000-01-01

Development of reliable power-by-wire actuation systems for both aeronautical and space applications has been sought recently to eliminate hydraulic systems from aircraft and spacecraft and thus improve safety, efficiency, reliability, and maintainability. The Electrically Powered Actuation Design (EPAD) program was a joint effort between the Air Force, Navy, and NASA to develop and fly a series of actuators validating power-by-wire actuation technology on a primary flight control surface of a tactical aircraft. To achieve this goal, each of the EPAD actuators was installed in place of the standard hydraulic actuator on the left aileron of the NASA F/A-18B Systems Research Aircraft (SRA) and flown throughout the SRA flight envelope. Numerous parameters were recorded, and overall actuator performance was compared with the performance of the standard hydraulic actuator on the opposite wing. This paper discusses the integration and testing of the EPAD electromechanical actuator (EMA) on the SRA. The architecture of the EMA system is discussed, as well as its integration with the F/A-18 Flight Control System. The flight test program is described, and actuator performance is shown to be very close to that of the standard hydraulic actuator it replaced. Lessons learned during this program are presented and discussed, as well as suggestions for future research.

A Flight Control System Architecture for the NASA AirSTAR Flight Test Infrastructure

Science.gov (United States)

Murch, Austin M.

2008-01-01

A flight control system architecture for the NASA AirSTAR infrastructure has been designed to address the challenges associated with safe and efficient flight testing of research control laws in adverse flight conditions. The AirSTAR flight control system provides a flexible framework that enables NASA Aviation Safety Program research objectives, and includes the ability to rapidly integrate and test research control laws, emulate component or sensor failures, inject automated control surface perturbations, and provide a baseline control law for comparison to research control laws and to increase operational efficiency. The current baseline control law uses an angle of attack command augmentation system for the pitch axis and simple stability augmentation for the roll and yaw axes.

Recent estimates of capital flight

OpenAIRE

Claessens, Stijn; Naude, David

1993-01-01

Researchers and policymakers have in recent years paid considerable attention to the phenomenon of capital flight. Researchers have focused on four questions: What concept should be used to measure capital flight? What figure for capital flight will emerge, using this measure? Can the occurrence and magnitude of capital flight be explained by certain (economic) variables? What policy changes can be useful to reverse capital flight? The authors focus strictly on presenting estimates of capital...

Electronics technician Bill Clark assembling a cannon plug with the help of Jim Lewis

Science.gov (United States)

1991-01-01

There is always something needed for a NASA aircraft before a research flight can take place. This photo shows William J. Clark working on one of those 'somethings' while Jimmie C. Lewis watches ready to help. Working on a research project is a challenge, for there is no set pattern to follow. From the drawings to the final product there are many people who contribute to that final product -- the flight. The electronic technicians in the Instrumentation Laboratory at NASA Ames-Dryden Flight Research Facility are no exception. Bill Clark is busy creating a cannon plug to be used on the CV-990. He is soldering wires in the appropriate order so the plug will transmit electrical currents correctly when installed in the airplane. Jim stands by to give help and support on the project.

Paresev in flight with pilot Milt Thompson

Science.gov (United States)

1964-01-01

This movie clip runs 37 seconds in length and begins with a shot from the chase plane of NASA Dryden test pilot Milt Thompson at the controls of the Paresev, then the onboard view from the pilot's seat and finally bringing the Paresev in for a landing on the dry lakebed at Edwards AFB. The Paresev (Paraglider Rescue Vehicle) was an indirect outgrowth of kite-parachute studies by NACA Langley engineer Francis M. Rogallo. In early 1960's the 'Rogallo wing' seemed an excellent means of returning a spacecraft to Earth. The delta wing design was patented by Mr. Rogallo. In May 1961, Robert R. Gilruth, director of the NASA Space Task Group, requested studies of an inflatable Rogallo-type 'Parawing' for spacecraft. Several companies responded; North American Aviation, Downey, California, produced the most acceptable concept and development was contracted to that company. In November 1961 NASA Headquarters launched a paraglider development program, with Langley doing wind tunnel studies and the NASA Flight Research Center supporting the North American test program. The North American concept was a capsule-type vehicle with a stowed 'parawing' that could be deployed and controlled from within for a landing more like an airplane instead of a 'splash down' in the ocean. The logistics became enormous and the price exorbitant, plus NASA pilots and engineers felt some baseline experience like building a vehicle and flying a Parawing should be accomplished first. The Paresev (Paraglider Research Vehicle) was used to gain in-flight experience with four different membranes (wings), and was not used to develop the more complicated inflatable deployment system. The Paresev was designed by Charles Richard, of the Flight Research Center Vehicle and System Dynamics Branch, with the rest of the team being: engineers, Richard Klein, Gary Layton, John Orahood, and Joe Wilson; from the Maintenance and Manufacturing Branch: Frank Fedor, LeRoy Barto; Victor Horton as Project Manager, with

B-52 Flight Mission Symbology - Close up

Science.gov (United States)

1993-01-01

A close-up view of some of the mission markings that tell the story of the NASA B-52 mothership's colorful history. These particular markings denote some of the experiments the bomber conducted to develop parachute recovery systems for the solid rocket boosters used by the Space Shuttle. 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

Winglets Save Billions of Dollars in Fuel Costs

Science.gov (United States)

2010-01-01

The upturned ends now featured on many airplane wings are saving airlines billions of dollars in fuel costs. Called winglets, the drag-reducing technology was advanced through the research of Langley Research Center engineer Richard Whitcomb and through flight tests conducted at Dryden Flight Research Center. Seattle-based Aviation Partners Boeing -- a partnership between Aviation Partners Inc., of Seattle, and The Boeing Company, of Chicago -- manufactures Blended Winglets, a unique design featured on Boeing aircraft around the world. These winglets have saved more than 2 billion gallons of jet fuel to date, representing a cost savings of more than $4 billion and a reduction of almost 21.5 million tons in carbon dioxide emissions.

A NASA/RAE cooperation in the development of a real-time knowledge-based autopilot

Science.gov (United States)

Daysh, Colin; Corbin, Malcolm; Butler, Geoff; Duke, Eugene L.; Belle, Steven D.; Brumbaugh, Randal W.

1991-01-01

As part of a US/UK cooperative aeronautical research program, a joint activity between the NASA Dryden Flight Research Facility and the Royal Aerospace Establishment on knowledge-based systems was established. This joint activity is concerned with tools and techniques for the implementation and validation of real-time knowledge-based systems. The proposed next stage of this research is described, in which some of the problems of implementing and validating a knowledge-based autopilot for a generic high-performance aircraft are investigated.

Pegasus Rocket Model

Science.gov (United States)

1996-01-01

A small, desk-top model of Orbital Sciences Corporation's Pegasus winged rocket booster. Pegasus is an air-launched space booster produced by Orbital Sciences Corporation and Hercules Aerospace Company (initially; later, Alliant Tech Systems) to provide small satellite users with a cost-effective, flexible, and reliable method for placing payloads into low earth orbit. Pegasus has been used to launch a number of satellites and the PHYSX experiment. That experiment consisted of a smooth glove installed on the first-stage delta wing of the Pegasus. The glove was used to gather data at speeds of up to Mach 8 and at altitudes approaching 200,000 feet. The flight took place on October 22, 1998. The PHYSX experiment focused on determining where boundary-layer transition occurs on the glove and on identifying the flow mechanism causing transition over the glove. Data from this flight-research effort included temperature, heat transfer, pressure measurements, airflow, and trajectory reconstruction. Hypersonic flight-research programs are an approach to validate design methods for hypersonic vehicles (those that fly more than five times the speed of sound, or Mach 5). Dryden Flight Research Center, Edwards, California, provided overall management of the glove experiment, glove design, and buildup. Dryden also was responsible for conducting the flight tests. Langley Research Center, Hampton, Virginia, was responsible for the design of the aerodynamic glove as well as development of sensor and instrumentation systems for the glove. Other participating NASA centers included Ames Research Center, Mountain View, California; Goddard Space Flight Center, Greenbelt, Maryland; and Kennedy Space Center, Florida. Orbital Sciences Corporation, Dulles, Virginia, is the manufacturer of the Pegasus vehicle, while Vandenberg Air Force Base served as a pre-launch assembly facility for the launch that included the PHYSX experiment. NASA used data from Pegasus launches to obtain considerable

Free Flight Rotorcraft Flight Test Vehicle Technology Development

Science.gov (United States)

Hodges, W. Todd; Walker, Gregory W.

1994-01-01

A rotary wing, unmanned air vehicle (UAV) is being developed as a research tool at the NASA Langley Research Center by the U.S. Army and NASA. This development program is intended to provide the rotorcraft research community an intermediate step between rotorcraft wind tunnel testing and full scale manned flight testing. The technologies under development for this vehicle are: adaptive electronic flight control systems incorporating artificial intelligence (AI) techniques, small-light weight sophisticated sensors, advanced telepresence-telerobotics systems and rotary wing UAV operational procedures. This paper briefly describes the system's requirements and the techniques used to integrate the various technologies to meet these requirements. The paper also discusses the status of the development effort. In addition to the original aeromechanics research mission, the technology development effort has generated a great deal of interest in the UAV community for related spin-off applications, as briefly described at the end of the paper. In some cases the technologies under development in the free flight program are critical to the ability to perform some applications.

Crafting Flight: Aircraft Pioneers and the Contributions of the Men and Women of NASA Langley Research Center

Science.gov (United States)

Schultz, James

2003-01-01

While this is a self-contained history of NASA Langley Research Center's contributions to flight, many other organizations around the country played a vital role in the work described in this book.When you pass through the front gates of NASA Langley Research Center you are entering an extraordinary place. You could easily miss that fact, however. A few years cross-state bicycle tour passed through the Center. As interesting as looping around Center was, the riders observed that nothing about the vaguely industrial site fit the conventional stereotypes of what high tech looks like. NASA Langley does not fit many stereotypes. It takes a close examination to discover the many ways it has contributed to development of flight. As part of the national celebrations commemorating the 100th anniversary of the Wright brothers first flight, James Schultz, an experienced journalist with a gift for translating the language of engineers and scientists into prose that nonspecialists can comprehend, has revised and expanded Winds of Change , his wonderful guide to the Center. This revised book, Crafting Flight , invites you inside. You will read about one of the Nation s oldest research and development facilities, a place of imagination and ingenuity.

A Simple Flight Mill for the Study of Tethered Flight in Insects.

Science.gov (United States)

Attisano, Alfredo; Murphy, James T; Vickers, Andrew; Moore, Patricia J

2015-12-10

Flight in insects can be long-range migratory flights, intermediate-range dispersal flights, or short-range host-seeking flights. Previous studies have shown that flight mills are valuable tools for the experimental study of insect flight behavior, allowing researchers to examine how factors such as age, host plants, or population source can influence an insects' propensity to disperse. Flight mills allow researchers to measure components of flight such as speed and distance flown. Lack of detailed information about how to build such a device can make their construction appear to be prohibitively complex. We present a simple and relatively inexpensive flight mill for the study of tethered flight in insects. Experimental insects can be tethered with non-toxic adhesives and revolve around an axis by means of a very low friction magnetic bearing. The mill is designed for the study of flight in controlled conditions as it can be used inside an incubator or environmental chamber. The strongest points are the very simple electronic circuitry, the design that allows sixteen insects to fly simultaneously allowing the collection and analysis of a large number of samples in a short time and the potential to use the device in a very limited workspace. This design is extremely flexible, and we have adjusted the mill to accommodate different species of insects of various sizes.

Helicopter Flight Test of 3-D Imaging Flash LIDAR Technology for Safe, Autonomous, and Precise Planetary Landing

Science.gov (United States)

Roback, Vincent; Bulyshev, Alexander; Amzajerdian, Farzin; Reisse, Robert

2013-01-01

Two flash lidars, integrated from a number of cutting-edge components from industry and NASA, are lab characterized and flight tested for determination of maximum operational range under the Autonomous Landing and Hazard Avoidance Technology (ALHAT) project (in its fourth development and field test cycle) which is seeking to develop a guidance, navigation, and control (GN&C) and sensing system based on lidar technology capable of enabling safe, precise crewed or robotic landings in challenging terrain on planetary bodies under any ambient lighting conditions. The flash lidars incorporate pioneering 3-D imaging cameras based on Indium-Gallium-Arsenide Avalanche Photo Diode (InGaAs APD) and novel micro-electronic technology for a 128 x 128 pixel array operating at 30 Hz, high pulse-energy 1.06 micrometer Nd:YAG lasers, and high performance transmitter and receiver fixed and zoom optics. The two flash lidars are characterized on the NASA-Langley Research Center (LaRC) Sensor Test Range, integrated with other portions of the ALHAT GN&C system from partner organizations into an instrument pod at NASA-JPL, integrated onto an Erickson Aircrane Helicopter at NASA-Dryden, and flight tested at the Edwards AFB Rogers dry lakebed over a field of human-made geometric hazards during the summer of 2010. Results show that the maximum operational range goal of 1 km is met and exceeded up to a value of 1.2 km. In addition, calibrated 3-D images of several hazards are acquired in real-time for later reconstruction into Digital Elevation Maps (DEM's).

DFRC F-16 aircraft fleet and support crew

Science.gov (United States)

1995-01-01

The support crew for the F-16A, the F-16XL no. 1, and the F-16 AFTI are, top row, left to right: Randy Weaver; mechanic, Susan Ligon; mechanic, Bob Garcia; Crew Chief, Rich Kelly; mechanic, Dale Edminister; Avionics Technician. Bottom row, left to right, Art Cope; mechanic, John Huffman; Avionics Technician, Jaime Garcia; Avionics Technician, Don Griffith, Avionics Tech. Co-op student. The F-16A (NASA 516), the only civil registered F-16 in existence, was transferred to Dryden from Langley, and is primarily used in engine tests and for parts. Although it is flight-worthy, it is not currently flown at Dryden. The single-seat F-16XL no. 1 (NASA 849) was most recently used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. Previously it had been used in a program to investigate the characteristics of sonic booms for NASA's High Speed Research Program. Data from the program will be used in the development of a high speed civilian transport. During the series of sonic boom research flights, the F-16XL was used to probe the shock waves being generated by a NASA SR-71 and record their shape and intensity. The Advanced Fighter Technology Integration (AFTI) F-16 was used to develop and demonstrate technologies to improve navigation and a pilot's ability to find and destroy enemy ground targets day or night, including adverse weather. Earlier research in the joint NASA-Air Force AFTI F-16 program demonstrated voice actuated controls, helmet-mounted sighting and integration of forward-mounted canards with the standard flight control system to achieve uncoupled flight.

Wind and Wake Sensing with UAV Formation Flight: System Development and Flight Testing

Science.gov (United States)

Larrabee, Trenton Jameson

Wind turbulence including atmospheric turbulence and wake turbulence have been widely investigated; however, only recently it become possible to use Unmanned Aerial Vehicles (UAVs) as a validation tool for research in this area. Wind can be a major contributing factor of adverse weather for aircraft. More importantly, it is an even greater risk towards UAVs because of their small size and weight. Being able to estimate wind fields and gusts can potentially provide substantial benefits for both unmanned and manned aviation. Possible applications include gust suppression for improving handling qualities, a better warning system for high wind encounters, and enhanced control for small UAVs during flight. On the other hand, the existence of wind can be advantageous since it can lead to fuel savings and longer duration flights through dynamic soaring or thermal soaring. Wakes are an effect of the lift distribution across an aircraft's wing or tail. Wakes can cause substantial disturbances when multiple aircraft are moving through the same airspace. In fact, the perils from an aircraft flying through the wake of another aircraft is a leading cause of the delay between takeoff times at airports. Similar to wind, though, wakes can be useful for energy harvesting and increasing an aircraft's endurance when flying in formation which can be a great advantage to UAVs because they are often limited in flight time due to small payload capacity. Formation flight can most often be seen in manned aircraft but can be adopted for use with unmanned systems. Autonomous flight is needed for flying in the "sweet spot" of the generated wakes for energy harvesting as well as for thermal soaring during long duration flights. For the research presented here formation flight was implemented for the study of wake sensing and gust alleviation. The major contributions of this research are in the areas of a novel technique to estimate wind using an Unscented Kalman filter and experimental wake

Daedalus Project's Light Eagle - Human powered aircraft

Science.gov (United States)

1987-01-01

The Michelob Light Eagle is seen here in flight over Rogers Dry Lake at the NASA Dryden Flight Research Center, Edwards, California. The Light Eagle and Daedalus human powered aircraft were testbeds for flight research conducted at Dryden between January 1987 and March 1988. These unique aircraft were designed and constructed by a group of students, professors, and alumni of the Massachusetts Institute of Technology within the context of the Daedalus project. The construction of the Light Eagle and Daedalus aircraft was funded primarily by the Anheuser Busch and United Technologies Corporations, respectively, with additional support from the Smithsonian Air and Space Museum, MIT, and a number of other sponsors. To celebrate the Greek myth of Daedalus, the man who constructed wings of wax and feathers to escape King Minos, the Daedalus project began with the goal of designing, building and testing a human-powered aircraft that could fly the mythical distance, 115 km. To achieve this goal, three aircraft were constructed. The Light Eagle was the prototype aircraft, weighing 92 pounds. On January 22, 1987, it set a closed course distance record of 59 km, which still stands. Also in January of 1987, the Light Eagle was powered by Lois McCallin to set the straight distance, the distance around a closed circuit, and the duration world records for the female division in human powered vehicles. Following this success, two more aircraft were built, the Daedalus 87 and Daedalus 88. Each aircraft weighed approximately 69 pounds. The Daedalus 88 aircraft was the ship that flew the 199 km from the Iraklion Air Force Base on Crete in the Mediterranean Sea, to the island of Santorini in 3 hours, 54 minutes. In the process, the aircraft set new records in distance and endurance for a human powered aircraft. The specific areas of flight research conducted at Dryden included characterizing the rigid body and flexible dynamics of the Light Eagle, investigating sensors for an

Proposed Flight Research of a Dual-Bell Rocket Nozzle Using the NASA F-15 Airplane

Science.gov (United States)

Jones, Daniel S.; Bui, Trong T.; Ruf, Joseph H.

2013-01-01

For more than a half-century, several types of altitude-compensating rocket nozzles have been proposed and analyzed, but very few have been adequately tested in a relevant flight environment. One type of altitude-compensating nozzle is the dual-bell rocket nozzle, which was first introduced into literature in 1949. Despite the performance advantages that have been predicted, both analytically and through static test data, the dual-bell nozzle has still not been adequately tested in a relevant flight environment. This paper proposes a method for conducting testing and research with a dual-bell rocket nozzle in a flight environment. We propose to leverage the existing NASA F-15 airplane and Propulsion Flight Test Fixture as the flight testbed, with the dual-bell nozzle operating during captive-carried flights, and with the nozzle subjected to a local flow field similar to that of a launch vehicle. The primary objective of this effort is not only to advance the technology readiness level of the dual-bell nozzle, but also to gain a greater understanding of the nozzle mode transitional sensitivity to local flow-field effects, and to quantify the performance benefits with this technology. The predicted performance benefits are significant, and may result in reducing the cost of delivering payloads to low-Earth orbit.

Mini-Sniffer III on Lakebed with Ground Support Crew

Science.gov (United States)

1976-01-01

The third version of the Mini-Sniffer remotely-piloted research vehicle on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California. The futuristic-looking ground crew are in white, self-contained suits, because the engine on this third version of the Mini-Sniffer was powered by hydrazine, which is a very hazardous material. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the

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

Science.gov (United States)

Smith, B. P.; Dutta, S.

2017-01-01

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

Flight Test of an Intelligent Flight-Control System

Science.gov (United States)

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

2003-01-01

inputs with the outputs provided to instrumentation only. The IFCS was not used to control the airplane. In another stage of the flight test, the Phase I pre-trained neural network was integrated into a Phase III version of the flight control system. The Phase I pretrained neural network provided realtime stability and control derivatives to a Phase III controller that was based on a stochastic optimal feedforward and feedback technique (SOFFT). This combined Phase I/III system was operated together with the research flight-control system (RFCS) of the F-15 ACTIVE during the flight test. The RFCS enables the pilot to switch quickly from the experimental- research flight mode back to the safe conventional mode. These initial IFCS ACP flight tests were completed in April 1999. The Phase I/III flight test milestone was to demonstrate, across a range of subsonic and supersonic flight conditions, that the pre-trained neural network could be used to supply real-time aerodynamic stability and control derivatives to the closed-loop optimal SOFFT flight controller. Additional objectives attained in the flight test included (1) flight qualification of a neural-network-based control system; (2) the use of a combined neural-network/closed-loop optimal flight-control system to obtain level-one handling qualities; and (3) demonstration, through variation of control gains, that different handling qualities can be achieved by setting new target parameters. In addition, data for the Phase-II (on-line-learning) neural network were collected, during the use of stacked-frequency- sweep excitation, for post-flight analysis. Initial analysis of these data showed the potential for future flight tests that will incorporate the real-time identification and on-line learning aspects of the IFCS.

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

Science.gov (United States)

VanZwieten, Tannen S.; Orr, Jeb S.; Wall, John H.; Gilligan, Eric T.

2014-01-01

(see Figure 1). The MSFC algorithm design was formulated during the Constellation Program and reached a high maturity level during SLS through simulation-based development and internal and external analytical review. The AAC algorithm design has three summary-level objectives: (1) "Do no harm;" return to baseline control design when not needed, (2) Increase performance; respond to error in ability of vehicle to track command, and (3) Regain stability; respond to undesirable control-structure interaction or other parasitic dynamics. AAC has been successfully implemented as part of the Space Launch System baseline design, including extensive testing in high-fidelity 6-DOF simulations the details of which are described in [1]. The Dryden Flight Research Center's F/A-18 Full-Scale Advanced Systems Testbed (FAST) platform is used to conduct an algorithm flight characterization experiment intended to fully vet the aforementioned design objectives. FAST was specifically designed with this type of test program in mind. The onboard flight control system has full-authority experiment control of ten aerodynamic effectors and two throttles. It has production and research sensor inputs and pilot engage/disengage and real-time configuration of up to eight different experiments on a single flight. It has failure detection and automatic reversion to fail-safe mode. The F/A-18 aircraft has an experiment envelope cleared for full-authority control and maneuvering and exhibits characteristics for robust recovery from unusual attitudes and configurations aided by the presence of a qualified test pilot. The F/A-18 aircraft has relatively high mass and inertia with exceptional performance; the F/A-18 also has a large thrust-to-weight ratio, owing to its military heritage. This enables the simulation of a portion of the ascent trajectory with a high degree of dynamic similarity to a launch vehicle, and the research flight control system can simulate unstable longitudinal dynamics. Parasitic

Design Specification for a Thrust-Vectoring, Actuated-Nose-Strake Flight Control Law for the High-Alpha Research Vehicle

Science.gov (United States)

Bacon, Barton J.; Carzoo, Susan W.; Davidson, John B.; Hoffler, Keith D.; Lallman, Frederick J.; Messina, Michael D.; Murphy, Patrick C.; Ostroff, Aaron J.; Proffitt, Melissa S.; Yeager, Jessie C.;

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

Science.gov (United States)

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

Rodent Research-1 (RR1) NASA Validation Flight: Mouse liver transcriptomic proteomic and epigenomic data

Data.gov (United States)

National Aeronautics and Space Administration — RR-1 is a validation flight to evaluate the hardware operational and science capabilities of the Rodent Research Project on the ISS. RNA DNA and protein were...

X-31 Kiel Probe Close-up Showing Inside

Science.gov (United States)

1993-01-01

A close-up photograph of the Kiel air data probe on the noseboom on the X-31 aircraft shows the orifices used to collect air pressure measurements. Icing in the unheated Kiel probe on the first X-31 (Bu. No. 164584) caused that aircraft to crash. The aircraft obtained data that may apply to the design and development of highly-maneuverable aircraft of the future. Each has a three-axis thrust-vectoring system, coupled with advanced flight controls, to allow it to maneuver tightly at very high angles of attack. The X-31 Enhanced Fighter Maneuverability (EFM) demonstrator flew at the Ames- Dryden Flight Research Facility, Edwards, California (redesignated the Dryden Flight Research Center in 1994) from February 1992 until 1995 and before that at the Air Force's Plant 42 in Palmdale, California. The goal of the project was to provide design information for the next generation of highly maneuverable fighter aircraft. This program demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with an advanced flight control system to provide controlled flight to very high angles of attack. The result was a significant advantage over most conventional fighters in close-in combat situations. The X-31 flight program focused on agile flight within the post-stall regime, producing technical data to give aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. Stall is a condition of an airplane or an airfoil in which lift decreases and drag increases due to the separation of airflow. Thrust vectoring compensates for the loss of control through normal aerodynamic surfaces that occurs during a stall. Post-stall refers to flying beyond the normal stall angle of attack, which in the X-31 was at a 30-degree angle of attack. During Dryden flight testing, the X-31 aircraft established several milestones. On November 6, 1992, the X-31 achieved controlled

X-31 Kiel Probe Side View

Science.gov (United States)

1993-01-01

A photograph of the noseboom on the X-31 shows the Kiel air data probe angled at 10 degrees to better align the tip with the airflow at very high angles of attack. The devices were mounted on the nose of the X-31s to measure air pressure. Icing in the unheated Kiel probe on the first X-31 (Bu. No. 164584), caused that aircraft to crash on January 19, 1995. The aircraft obtained data that may apply to the design and development of highly-maneuverable aircraft of the future. Each had a three-axis thrust-vectoring system, coupled with advanced flight controls, to allow it to maneuver tightly at very high angles of attack. The X-31 Enhanced Fighter Maneuverability (EFM) demonstrator flew at the Ames- Dryden Flight Research Facility, Edwards, California (redesignated the Dryden Flight Research Center in 1994) from February 1992 until 1995 and before that at the Air Force's Plant 42 in Palmdale, California. The goal of the project was to provide design information for the next generation of highly maneuverable fighter aircraft. This program demonstrated the value of using thrust vectoring (directing engine exhaust flow) coupled with an advanced flight control system to provide controlled flight to very high angles of attack. The result was a significant advantage over most conventional fighters in close-in combat situations. The X-31 flight program focused on agile flight within the post-stall regime, producing technical data to give aircraft designers a better understanding of aerodynamics, effectiveness of flight controls and thrust vectoring, and airflow phenomena at high angles of attack. Stall is a condition of an airplane or an airfoil in which lift decreases and drag increases due to the separation of airflow. Thrust vectoring compensates for the loss of control through normal aerodynamic surfaces that occurs during a stall. Post-stall refers to flying beyond the normal stall angle of attack, which in the X-31 was at a 30-degree angle of attack. During Dryden

Mining for Data

Science.gov (United States)

1998-01-01

AbTech Corporation used an F-18 HARV (High Alpha Research Vehicle) simulation developed by NASA to create an interactive computer-based prototype of the MQ (Model Quest) SV (System Validator) tool. Dryden Flight Research Center provided support to develop, test, and rapidly reprogram the validation function. AbTech's ModelQuest Enterprises highly automated and outperforms other modeling techniques to quickly discover meaningful relationships, patterns, and trends in databases. Applications include technical and business professionals in finance, marketing, business, banking, retail, healthcare, and aerospace.

C. Gordon Fullerton

Science.gov (United States)

1989-01-01

C. Gordon Fullerton is a research pilot at NASA's Dryden Flight Research Center, Edwards, California. His assignments include a variety of flight research and support activities piloting NASA's B-52 launch aircraft, the 747 Shuttle Carrier Aircraft (SCA), and other multi-engine and high performance aircraft. Fullerton, who has logged 382 hours in space flight, was a NASA astronaut from September 1969 until November 1986 when he joined the Flight Crew Branch at Dryden. In July 1988, he completed a 30-year career with the U.S. Air Force and retired as a colonel. As the project pilot on the NASA B-52 launch aircraft, Fullerton flew during the first six air launches of the commercially developed Pegasus space vehicle. He was involved in a series of development air launches of the X-38 Crew Recovery Vehicle and in the Pegasus launch of the X-43A Hyper-X advanced propulsion project. Fullerton also flies Dryden's DC-8 Airborne Science aircraft, regularly deployed worldwide to support a variety of research studies, including atmospheric physics, ground mapping and meteorology. In addition to these current activities, Fullerton has been involved in numerous other research programs at Dryden. He was the project pilot on the Propulsion Controlled Aircraft program, during which he successfully landed both a modified F-15 and an MD-11 transport with all control surfaces neutralized, using only engine thrust modulation for control. Assigned to evaluate the flying qualities of the Russian Tu-144 supersonic transport during two flights in 1998, he reached a speed of Mach 2 and became one of only two non-Russian pilots to fly that aircraft. He piloted a Convair 990 modified to test space shuttle landing gear components during many very high-speed landings. Other projects for which he has flown in the past include the C-140 JetStar Laminar Flow Control; F-111 Mission Adaptive Wing; F-14 Variable Sweep Flow Transition; Space Shuttle drag chute and F-111 crew module parachute tests

The relationship of certified flight instructors' emotional intelligence levels on flight student advancement

Science.gov (United States)

Hokeness, Mark Merrill

Aviation researchers estimate airline companies will require nearly 500,000 pilots in the next 20 years. The role of a Certified Flight Instructor (CFI) is to move student pilots to professional pilots with training typically conducted in one-on-one student and instructor sessions. The knowledge of aviation, professionalism as a teacher, and the CFI’s interpersonal skills can directly affect the successes and advancement of a student pilot. A new and emerging assessment of people skills is known as emotional intelligence (EI). The EI of the CFI can and will affect a flight students’ learning experiences. With knowledge of emotional intelligence and its effect on flight training, student pilot dropouts from aviation may be reduced, thus helping to ensure an adequate supply of pilots. Without pilots, the growth of the commercial aviation industry will be restricted. This mixed method research study established the correlation between a CFI’s measured EI levels and the advancement of flight students. The elements contributing to a CFI’s EI level were not found to be teaching or flight-related experiences, suggesting other life factors are drawn upon by the CFI and are reflected in their emotional intelligence levels presented to flight students. Students respond positively to CFIs with higher levels of emotional intelligence. Awareness of EI skills by both the CFI and flight student contribute to flight student successes and advancement.

Atmospheric Measurements for Flight Test at NASAs Neil A. Armstrong Flight Research Center

Science.gov (United States)

Teets, Edward H.

2016-01-01

Information enclosed is to be shared with students of Atmospheric Sciences, Engineering and High School STEM programs. Information will show the relationship between atmospheric Sciences and aeronautical flight testing.

From Research to Flight: Thinking About Implementation While Performing Fundamental Research

Science.gov (United States)

Johnson, Les

2010-01-01

This slide presentation calls for a strategy to implement new technologies. Such a strategy would allow advanced space transportation technologies to mature for exploration beyond Earth orbit. It discusses the difference between technology push versus technology pull. It also reviews the three basic technology readiness levels (TRL). The presentation traces examples of technology development to flight application: the Space Shuttle Main Engine Advanced Health Management System, the Friction Stir Welding technology the (auto-adjustable pin tool). A couple of technologies currently not in flight, but are being reviewed for potential use are: cryogenic fluid management (CFM), and solar sail propulsion. There is also an attempt to explain why new technologies are so difficult to field.

Expanding AirSTAR Capability for Flight Research in an Existing Avionics Design

Science.gov (United States)

Laughter, Sean A.

2012-01-01

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

F-16XL Ship #2 Laminar Flow Glove mounting

Science.gov (United States)

1995-01-01

NASA's two-seat F-16XL research aircraft is shown in the modification hangar at NASA's Dryden Flight Research Center, Edwards, California, during installation of a titanium 'glove' on the upper surface of its modified left wing. The aircraft subsequently carried out a 13-month-long, 45-flight research program which investigated drawing off a small part of the boundary-layer air in order to provide laminar--or smooth--flow over a major portion of a wing flying at supersonic speeds. A turbo-compressor in the aircraft's fuselage provided suction to draw air through more than 10 million tiny laser-drilled holes in the glove via a manifold system employing 20 valves. Data obtained during the program could assist designers of future aircraft in developing a more efficient high-speed civil transport.

F-16XL Ship #2 in hangar for Laminar Flow Glove mounting

Science.gov (United States)

1995-01-01

NASA's two-seat F-16XL research aircraft is shown in the modification hangar at the Dryden Flight Research Center, Edwards, California, during installation of a titanium 'glove' on the upper surface of its modified left wing. The aircraft subsequently concluded a 13 month-long, 45-flight research program which investigated drawing off a small portion of the boundary-layer air in order to provide laminar -- or smooth -- flow over a major portion of a wing flying at supersonic speeds. A turbo-compressor in the aircraft's fuselage provided suction to draw air through more than 10 million tiny laser-drilled holes in the glove via a manifold system employing 20 valves. Data obtained during the program could assist designers of future high-speed aircraft in developing a more efficient civil transport.

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

Science.gov (United States)

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

1984-01-01

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

Development of a Model Following Control Law for Inflight Simulation and Flight Controls Research

Science.gov (United States)

Takahashi, Mark; Fletcher, Jay; Aiken, Edwin W. (Technical Monitor)

1994-01-01

The U.S. Army and NASA are currently developing the Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) at the Ames Research Center. RASCAL, shown in Figure 1, is a UH-60, which is being modified in a phased development program to have a research fly-by-wire flight control system, and an advanced navigation research platform. An important part of the flight controls and handling qualities research on RASCAL will be an FCS design for the aircraft to achieve high bandwidth control responses and disturbance rejection characteristics. Initially, body states will be used as feedbacks, but research into the use of rotor states will also be considered in later stages to maximize agility and maneuverability. In addition to supporting flight controls research, this FCS design will serve as the inflight simulation control law to support basic handling qualities, guidance, and displays research. Research in high bandwidth controls laws is motivated by the desire to improve the handling qualities in aggressive maneuvering and in severely degraded weather conditions. Naturally, these advantages will also improve the quality of the model following, thereby improving the inflight simulation capabilities of the research vehicle. High bandwidth in the control laws provides tighter tracking allowing for higher response bandwidths which can meet handling qualities requirements for aggressive maneuvering. System sensitivity is also reduced preventing variations in the response from the vehicle due to changing flight conditions. In addition, improved gust rejection will result from this reduced sensitivity. The gust rejection coupled with a highly stable system will make more precise maneuvering and pointing possible in severely degraded weather conditions. The difficulty in achieving higher bandwidths from the control laws in the feedback and in the responses arises from the complexity of the models that are needed to produce a satisfactory design. In this case, high

An ergonomics based design research method for the arrangement of helicopter flight instrument panels.

Science.gov (United States)

Alppay, Cem; Bayazit, Nigan

2015-11-01

In this paper, we study the arrangement of displays in flight instrument panels of multi-purpose civil helicopters following a user-centered design method based on ergonomics principles. Our methodology can also be described as a user-interface arrangement methodology based on user opinions and preferences. This study can be outlined as gathering user-centered data using two different research methods and then analyzing and integrating the collected data to come up with an optimal instrument panel design. An interview with helicopter pilots formed the first step of our research. In that interview, pilots were asked to provide a quantitative evaluation of basic interface arrangement principles. In the second phase of the research, a paper prototyping study was conducted with same pilots. The final phase of the study entailed synthesizing the findings from interviews and observational studies to formulate an optimal flight instrument arrangement methodology. The primary results that we present in our paper are the methodology that we developed and three new interface arrangement concepts, namely relationship of inseparability, integrated value and locational value. An optimum instrument panel arrangement is also proposed by the researchers. Copyright © 2015 Elsevier Ltd and The Ergonomics Society. All rights reserved.

ASKA STOL research aircraft flight tests and evaluation. STOL jikkenki Asuka'' no hiko shiken kekka

Energy Technology Data Exchange (ETDEWEB)

Kuriyama, M; Inoue, T; Tobinaga, Y; Tsuji, H [Kawasaki Heavy Industries, Ltd., Tokyo (Japan)

1991-07-20

The present report evaluated the powered high-lift device (PHLD) distance of upper surface blowing (USB) system, basing the materialization of short distance take-off and landing (STOL) performance, one of the main flight test purposes by the Aska'', quiet STOL research aircraft, which evaluation was then added with reporting its flight test result to cover several topics. As prototypical, a C-1 tactical transport aircraft produced by Kawasaki Heavy Industries was modified to the aska'' together with the following change in design for the STOL flight test: Adoption was made of a PHLD of USB system where the wing surface was mounted with four turbofan jet engines thereon. Application was made of a boundary layer control (BLC) to the main wing leading edge and aileron. Mounting was made of a stability and control augmentation system (SCAS) using a triple system digital computer. Fitting was made of a vortex generator for the prevention from peeling by jet exhaust. As a result of flight test, the recorded distance was confirmed to be 1580ft in landing and 1670ft in take-off. 5 refs., 15 figs., 2 tabs.

Nutritional Biochemistry of Space Flight

Science.gov (United States)

Smith, Scott M.

2000-01-01

Adequate nutrition is critical for maintenance of crew health during and after extended-duration space flight. The impact of weightlessness on human physiology is profound, with effects on many systems related to nutrition, including bone, muscle, hematology, fluid and electrolyte regulation. Additionally, we have much to learn regarding the impact of weightlessness on absorption, mtabolism , and excretion of nutrients, and this will ultimately determine the nutrient requirements for extended-duration space flight. Existing nutritional requirements for extended-duration space flight have been formulated based on limited flight research, and extrapolation from ground-based research. NASA's Nutritional Biochemistry Laboratory is charged with defining the nutritional requirements for space flight. This is accomplished through both operational and research projects. A nutritional status assessment program is included operationally for all International Space Station astronauts. This medical requirement includes biochemical and dietary assessments, and is completed before, during, and after the missions. This program will provide information about crew health and nutritional status, and will also provide assessments of countermeasure efficacy. Ongoing research projects include studies of calcium and bone metabolism, and iron absorption and metabolism. The calcium studies include measurements of endocrine regulation of calcium homeostasis, biochemical marker of bone metabolism, and tracer kinetic studies of calcium movement in the body. These calcium kinetic studies allow for estimation of intestinal absorption, urinary excretion, and perhaps most importantly - deposition and resorption of calcium from bone. The Calcium Kinetics experiment is currently being prepared for flight on the Space Shuttle in 2001, and potentially for subsequent Shuttle and International Space Station missions. The iron study is intended to assess whether iron absorption is down-regulated dUl1ng

Hypogravity Research and Educational Parabolic Flight Activities Conducted in Barcelona: a new Hub of Innovation in Europe

Science.gov (United States)

Perez-Poch, Antoni; González, Daniel Ventura; López, David

2016-12-01

We report on different research and educational activities related to parabolic flights conducted in Barcelona since 2008. We use a CAP10B single-engine aerobatic aircraft flying out of Sabadell Airport and operating in visual flight conditions providing up to 8 seconds of hypogravity for each parabola. Aside from biomedical experiments being conducted, different student teams have flown in parabolic flights in the framework of the international contest `Barcelona Zero-G Challenge', and have published their results in relevant symposiums and scientific journals. The platform can certainly be a good testbed for a proof-of-concept before accessing other microgravity platforms, and has proved to be excellent for motivational student campaigns.

Implementation and flight tests for the Digital Integrated Automatic Landing System (DIALS). Part 1: Flight software equations, flight test description and selected flight test data

Science.gov (United States)

Hueschen, R. M.

1986-01-01

Five flight tests of the Digital Automated Landing System (DIALS) were conducted on the Advanced Transport Operating Systems (ATOPS) Transportation Research Vehicle (TSRV) -- a modified Boeing 737 aircraft for advanced controls and displays research. These flight tests were conducted at NASA's Wallops Flight Center using the microwave landing system (MLS) installation on runway 22. This report describes the flight software equations of the DIALS which was designed using modern control theory direct-digital design methods and employed a constant gain Kalman filter. Selected flight test performance data is presented for localizer (runway centerline) capture and track at various intercept angles, for glideslope capture and track of 3, 4.5, and 5 degree glideslopes, for the decrab maneuver, and for the flare maneuver. Data is also presented to illustrate the system performance in the presence of cross, gust, and shear winds. The mean and standard deviation of the peak position errors for localizer capture were, respectively, 24 feet and 26 feet. For mild wind conditions, glideslope and localizer tracking position errors did not exceed, respectively, 5 and 20 feet. For gusty wind conditions (8 to 10 knots), these errors were, respectively, 10 and 30 feet. Ten hands off automatic lands were performed. The standard deviation of the touchdown position and velocity errors from the mean values were, respectively, 244 feet and 0.7 feet/sec.

Conference RSIS (The role of science in the information society) - Contributions to Economic Development - Building 40 S2 - B01 - Mr. John Dryden, Chairman, Deputy Director, Organisation for Economic Cooperation and Development.

CERN Multimedia

Maximilien Brice

2003-01-01

Conference RSIS (The role of science in the information society) - Contributions to Economic Development - Building 40 S2 - B01 - Mr. John Dryden, Chairman, Deputy Director, Organisation for Economic Cooperation and Development.

Flight Test of an L(sub 1) Adaptive Controller on the NASA AirSTAR Flight Test Vehicle

Science.gov (United States)

Gregory, Irene M.; Xargay, Enric; Cao, Chengyu; Hovakimyan, Naira

2010-01-01

This paper presents results of a flight test of the L-1 adaptive control architecture designed to directly compensate for significant uncertain cross-coupling in nonlinear systems. The flight test was conducted on the subscale turbine powered Generic Transport Model that is an integral part of the Airborne Subscale Transport Aircraft Research system at the NASA Langley Research Center. The results presented are for piloted tasks performed during the flight test.

The role of situation assessment and flight experience in pilots' decisions to continue visual flight rules flight into adverse weather.

Science.gov (United States)

Wiegmann, Douglas A; Goh, Juliana; O'Hare, David

2002-01-01

Visual flight rules (VFR) flight into instrument meteorological conditions (IMC) is a major safety hazard in general aviation. In this study we examined pilots' decisions to continue or divert from a VFR flight into IMC during a dynamic simulation of a cross-country flight. Pilots encountered IMC either early or later into the flight, and the amount of time and distance pilots flew into the adverse weather prior to diverting was recorded. Results revealed that pilots who encountered the deteriorating weather earlier in the flight flew longer into the weather prior to diverting and had more optimistic estimates of weather conditions than did pilots who encountered the deteriorating weather later in the flight. Both the time and distance traveled into the weather prior to diverting were negatively correlated with pilots' previous flight experience. These findings suggest that VFR flight into IMC may be attributable, at least in part, to poor situation assessment and experience rather than to motivational judgment that induces risk-taking behavior as more time and effort are invested in a flight. Actual or potential applications of this research include the design of interventions that focus on improving weather evaluation skills in addition to addressing risk-taking attitudes.

Literature for flight simulator (motion) requirements research

Science.gov (United States)

2010-10-29

This is the yearly snapshot of the literature examined in the framework of the Federal Aviation Administration/Volpe Center Flight Simulator Human Factors Program and entered in an EndNote database. It describes 1131 documents, 118 more than last y...

ER-2 #809 on the SAGE III Ozone Loss and Validation Experiment (SOLVE) with pilot Dee Porter prepari

Science.gov (United States)

2000-01-01

Lockheed Martin pilot Dee Porter climbs up the ladder wearing a heavy tan pressure suit, preparing to board NASA ER-2 #809 at Kiruna, Sweden, for the third flight in the SAGE III Ozone Loss and Validation Experiment. Assisting him is Jim Sokolik, a Lockheed Martin life support technician. Number 809, one of Dryden's two high-flying ER-2 Airborne Science aircraft, a civilian variant of Lockheed's U-2, and another NASA flying laboratory, Dryden's DC-8, were based north of the Arctic Circle in Kiruna, Sweden during the winter of 2000 to study ozone depletion as part of the SAGE III Ozone Loss and Validation Experiment (SOLVE). A large hangar built especially for research, 'Arena Arctica' housed the instrumented aircraft and the scientists. Scientists have observed unusually low levels of ozone over the Arctic during recent winters, raising concerns that ozone depletion there could become more widespread as in the Antarctic ozone hole. The NASA-sponsored international mission took place between November 1999 and March 2000 and was divided into three phases. The DC-8 was involved in all three phases returning to Dryden between each phase. The ER-2 flew sample collection flights between January and March, remaining in Sweden from Jan. 9 through March 16. 'The collaborative campaign will provide an immense new body of information about the Arctic stratosphere,' said program scientist Dr. Michael Kurylo, NASA Headquarters. 'Our understanding of the Earth's ozone will be greatly enhanced by this research.' ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main

Optimal Thrust Vectoring for an Annular Aerospike Nozzle, Phase I

Data.gov (United States)

National Aeronautics and Space Administration — Recent success of an annular aerospike flight test by NASA Dryden has prompted keen interest in providing thrust vector capability to the annular aerospike nozzle...

Bat flight: aerodynamics, kinematics and flight morphology.

Science.gov (United States)

Hedenström, Anders; Johansson, L Christoffer

2015-03-01

Bats evolved the ability of powered flight more than 50 million years ago. The modern bat is an efficient flyer and recent research on bat flight has revealed many intriguing facts. By using particle image velocimetry to visualize wake vortices, both the magnitude and time-history of aerodynamic forces can be estimated. At most speeds the downstroke generates both lift and thrust, whereas the function of the upstroke changes with forward flight speed. At hovering and slow speed bats use a leading edge vortex to enhance the lift beyond that allowed by steady aerodynamics and an inverted wing during the upstroke to further aid weight support. The bat wing and its skeleton exhibit many features and control mechanisms that are presumed to improve flight performance. Whereas bats appear aerodynamically less efficient than birds when it comes to cruising flight, they have the edge over birds when it comes to manoeuvring. There is a direct relationship between kinematics and the aerodynamic performance, but there is still a lack of knowledge about how (and if) the bat controls the movements and shape (planform and camber) of the wing. Considering the relatively few bat species whose aerodynamic tracks have been characterized, there is scope for new discoveries and a need to study species representing more extreme positions in the bat morphospace. © 2015. Published by The Company of Biologists Ltd.

Rat maintenance in the Research Animal Holding Facility during the flight of Space Lab 3

Science.gov (United States)

Fast, T.; Grindeland, R.; Kraft, L.; Ruder, M.; Vasques, M.

1985-01-01

To test the husbandry capabilities of the Research Animal Holding Facility (RAHF) during space flight, 24 male rats were flown on Spacelab 3 for 7 days. Twelve large rats (400 g, LF), 5 of which had telemetry devices implanted (IF), and 12 small rats (200 g, SF) were housed in the RAHF. Examination 3 hr after landing (R + 3) revealed the rats to be free of injury, well nourished, and stained with urine. At R + 10 the rats were lethargic and atonic with hyperemia of the extremities and well groomed except for a middorsal area stained with urine and food. Both LF and SF rats showed weight gains comparable to their IG controls; IF rats grew less than controls. Food and water consumption were similar for flight and control groups. Plasma concentrations of total protein, sodium, albumin and creatinine did not differ between flight and control groups. LF and SF rats had elevated plasma glucose, and SF rats had increased blood urea nitrogen, potassium and glutamic pyruvic transaminase. These observations indicate that rats maintained in the RAHF were healthy, well nourished and experienced minimal stress; physiological changes in the rats can thus be attributed to the effects of space flight.

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

Science.gov (United States)

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.

Application of Fiber Optic Instrumentation

Science.gov (United States)

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

2012-01-01

Fiber optic sensing technology has emerged in recent years offering tremendous advantages over conventional aircraft instrumentation systems. The advantages of fiber optic sensors over their conventional counterparts are well established; they are lighter, smaller, and can provide enormous numbers of measurements at a fraction of the total sensor weight. After a brief overview of conventional and fiber-optic sensing technology, this paper presents an overview of the research that has been conducted at NASA Dryden Flight Research Center in recent years to advance this promising new technology. Research and development areas include system and algorithm development, sensor characterization and attachment, and real-time experimentally-derived parameter monitoring for ground- and flight-based applications. The vision of fiber optic smart structure technology is presented and its potential benefits to aerospace vehicles throughout the lifecycle, from preliminary design to final retirement, are presented.

B-52 Flight Mission Symbology on Side of Craft

Science.gov (United States)

1993-01-01

A view of some of the mission markings, painted on the side of NASA's B-52 mothership, that tell the story of its colorful history. Just as combat aircraft would paint a bomb on the side of an aircraft for each bombing mission completed, NASA crew members painted a silhouette on the side of the B-52's fuselage to commemorate each drop of an X-15, lifting body, remotely piloted research vehicle, X-38 crew return vehicle, or other experimental vehicle or parachute system. 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

In-Flight Validation of a Pilot Rating Scale for Evaluating Failure Transients in Electronic Flight Control Systems

Science.gov (United States)

Kalinowski, Kevin F.; Tucker, George E.; Moralez, Ernesto, III

2006-01-01

Engineering development and qualification of a Research Flight Control System (RFCS) for the Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) JUH-60A has motivated the development of a pilot rating scale for evaluating failure transients in fly-by-wire flight control systems. The RASCAL RFCS includes a highly-reliable, dual-channel Servo Control Unit (SCU) to command and monitor the performance of the fly-by-wire actuators and protect against the effects of erroneous commands from the flexible, but single-thread Flight Control Computer. During the design phase of the RFCS, two piloted simulations were conducted on the Ames Research Center Vertical Motion Simulator (VMS) to help define the required performance characteristics of the safety monitoring algorithms in the SCU. Simulated failures, including hard-over and slow-over commands, were injected into the command path, and the aircraft response and safety monitor performance were evaluated. A subjective Failure/Recovery Rating (F/RR) scale was developed as a means of quantifying the effects of the injected failures on the aircraft state and the degree of pilot effort required to safely recover the aircraft. A brief evaluation of the rating scale was also conducted on the Army/NASA CH-47B variable stability helicopter to confirm that the rating scale was likely to be equally applicable to in-flight evaluations. Following the initial research flight qualification of the RFCS in 2002, a flight test effort was begun to validate the performance of the safety monitors and to validate their design for the safe conduct of research flight testing. Simulated failures were injected into the SCU, and the F/RR scale was applied to assess the results. The results validate the performance of the monitors, and indicate that the Failure/Recovery Rating scale is a very useful tool for evaluating failure transients in fly-by-wire flight control systems.

The Hypersonic Revolution. Volume 2. From Scramjet to the National Aero-Space Plane

Science.gov (United States)

1995-08-01

Ord. Aerophysics Lab. $2.7M Lewis Plumbrook HTF 2.8M Langley 8 ft. HTST 1.5M Ramjet Instrumentation 1.1M Phase II A (Garrett) Contract: $20.7M AIM...Shuttle flight proved to be a media event unparalleled in the brief history of Dryden. For the previous week, Johnson and Dryden public affairs officials...had been on hand to meet the demands of the hundreds of media representatives who left plusher locales for the sunny but blustery desert. Those who

Crew Factors in Flight Operations X: Alertness Management in Flight Operations

Science.gov (United States)

Rosekind, Mark R.; Gander, Philippa H.; Connell, Linda J.; Co, Elizabeth L.

2001-01-01

In response to a 1980 congressional request, NASA Ames Research Center initiated a Fatigue/Jet Lag Program to examine fatigue, sleep loss, and circadian disruption in aviation. Research has examined fatigue in a variety of flight environments using a range of measures (from self-report to performance to physiological). In 1991, the program evolved into the Fatigue Countermeasures Program, emphasizing the development and evaluation of strategies to maintain alertness and performance in operational settings. Over the years, the Federal Aviation Administration (FAA) has become a collaborative partner in support of fatigue research and other Program activities. From the inception of the Program, a principal goal was to return the information learned from research and other Program activities to the operational community. The objectives of this Education and Training Module are to explain what has been learned about the physiological mechanisms that underlie fatigue, demonstrate the application of this information in flight operations, and offer some specific fatigue countermeasure recommendations. It is intended for all segments of the aeronautics industry, including pilots, flight attendants, managers, schedulers, safety and policy personnel, maintenance crews, and others involved in an operational environment that challenges human physiological capabilities because of fatigue, sleep loss, and circadian disruption.

In-flight sleep, pilot fatigue and Psychomotor Vigilance Task performance on ultra-long range versus long range flights.

Science.gov (United States)

Gander, Philippa H; Signal, T Leigh; van den Berg, Margo J; Mulrine, Hannah M; Jay, Sarah M; Jim Mangie, Captain

2013-12-01

This study evaluated whether pilot fatigue was greater on ultra-long range (ULR) trips (flights >16 h on 10% of trips in a 90-day period) than on long range (LR) trips. The within-subjects design controlled for crew complement, pattern of in-flight breaks, flight direction and departure time. Thirty male Captains (mean age = 54.5 years) and 40 male First officers (mean age = 48.0 years) were monitored on commercial passenger flights (Boeing 777 aircraft). Sleep was monitored (actigraphy, duty/sleep diaries) from 3 days before the first study trip to 3 days after the second study trip. Karolinska Sleepiness Scale, Samn-Perelli fatigue ratings and a 5-min Psychomotor Vigilance Task were completed before, during and after every flight. Total sleep in the 24 h before outbound flights and before inbound flights after 2-day layovers was comparable for ULR and LR flights. All pilots slept on all flights. For each additional hour of flight time, they obtained an estimated additional 12.3 min of sleep. Estimated mean total sleep was longer on ULR flights (3 h 53 min) than LR flights (3 h 15 min; P(F) = 0.0004). Sleepiness ratings were lower and mean reaction speed was faster at the end of ULR flights. Findings suggest that additional in-flight sleep mitigated fatigue effectively on longer flights. Further research is needed to clarify the contributions to fatigue of in-flight sleep versus time awake at top of descent. The study design was limited to eastward outbound flights with two Captains and two First Officers. Caution must be exercised when extrapolating to different operations. © 2013 European Sleep Research Society.

Flight Test of L1 Adaptive Control Law: Offset Landings and Large Flight Envelope Modeling Work

Science.gov (United States)

Gregory, Irene M.; Xargay, Enric; Cao, Chengyu; Hovakimyan, Naira

2011-01-01

This paper presents new results of a flight test of the L1 adaptive control architecture designed to directly compensate for significant uncertain cross-coupling in nonlinear systems. The flight test was conducted on the subscale turbine powered Generic Transport Model that is an integral part of the Airborne Subscale Transport Aircraft Research system at the NASA Langley Research Center. The results presented include control law evaluation for piloted offset landing tasks as well as results in support of nonlinear aerodynamic modeling and real-time dynamic modeling of the departure-prone edges of the flight envelope.

Flight Research into Simple Adaptive Control on the NASA FAST Aircraft

Science.gov (United States)

Hanson, Curtis E.

2011-01-01

A series of simple adaptive controllers with varying levels of complexity were designed, implemented and flight tested on the NASA Full-Scale Advanced Systems Testbed (FAST) aircraft. Lessons learned from the development and flight testing are presented.

Technology for the Stars: Extending Our Reach. [Research and Technology: 1995 Annual Report of the Marshall Space Flight Center.

Science.gov (United States)

1996-01-01

Marshall Space Flight Center's (MSFC's) Advanced Studies, Research, Technology, and Technology Transfer projects are summarized in this report. The focus of the report is on the three spotlights at MSFC in 1995: space transportation technology, microgravity research, and technology transfer.

High-performance multiple-reflection time-of-flight mass spectrometers for research with exotic nuclei and for analytical mass spectrometry

Science.gov (United States)

Plaß, Wolfgang R.; Dickel, Timo; Ayet San Andres, Samuel; Ebert, Jens; Greiner, Florian; Hornung, Christine; Jesch, Christian; Lang, Johannes; Lippert, Wayne; Majoros, Tamas; Short, Devin; Geissel, Hans; Haettner, Emma; Reiter, Moritz P.; Rink, Ann-Kathrin; Scheidenberger, Christoph; Yavor, Mikhail I.

2015-11-01

A class of multiple-reflection time-of-flight mass spectrometers (MR-TOF-MSs) has been developed for research with exotic nuclei at present and future accelerator facilities such as GSI and FAIR (Darmstadt), and TRIUMF (Vancouver). They can perform highly accurate mass measurements of exotic nuclei, serve as high-resolution, high-capacity mass separators and be employed as diagnostics devices to monitor the production, separation and manipulation of beams of exotic nuclei. In addition, a mobile high-resolution MR-TOF-MS has been developed for in situ applications in analytical mass spectrometry ranging from environmental research to medicine. Recently, the MR-TOF-MS for GSI and FAIR has been further developed. A novel RF quadrupole-based ion beam switchyard has been developed that allows merging and splitting of ion beams as well as transport of ions into different directions. It efficiently connects a test and reference ion source and an auxiliary detector to the system. Due to an increase in the kinetic energy of the ions in the time-of-flight analyzer of the MR-TOF-MS, a given mass resolving power is now achieved in less than half the time-of-flight. Conversely, depending on the time-of-flight, the mass resolving power has been increased by a factor of more than two.

X-38 vehicle #131R arrives at NASA Dryden via NASA'S Super Guppy transport aircraft

Science.gov (United States)

2000-01-01

NASA's Super Guppy transport aircraft landed at Edwards Air Force Base, Calif. on July 11, 2000, to deliver the latest version of the X-38 drop vehicle to Dryden. The X-38s are intended as prototypes for a possible 'crew lifeboat' for the International Space Station. The X-38 vehicle 131R will demonstrate a huge 7,500 square-foot parafoil that will that will enable the potential crew return vehicle to land on the length of a football field after returning from space. The crew return vehicle is intended to serve as a possible emergency transport to carry a crew to safety in the event of problems with the International Space Station. The Super Guppy evolved from the 1960s-vintage Pregnant Guppy, used for transporting outsized sections of the Apollo moon rocket. The Super Guppy was modified from 1950s-vintage Boeing C-97. NASA acquired its Super Guppy from the European Space Agency in 1997.

Revalidation of the Selection Instrument for Flight Training

Science.gov (United States)

2017-07-01

flight training . ( Technical Report No. 1195). Arlington, VA: U.S. Army Research Institute for the Behavioral and Social Sciences. Department of...Research Report 2002 Revalidation of the Selection Instrument for Flight Training Victor Ingurgio U.S. Army Research...MICHELLE SAMS, Ph.D. Director Research accomplished for the Department of the Army. Technical Review by Dr. William Bickley

Design and analysis of advanced flight planning concepts

Science.gov (United States)

Sorensen, John A.

1987-01-01

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

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

Science.gov (United States)

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

2001-01-01

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

Morphing Flight Control Surface for Advanced Flight Performance, Phase I

Data.gov (United States)

National Aeronautics and Space Administration — In this SBIR project, a new Morphing Flight Control Surface (MFCS) will be developed. The distinction of the research effort is that the SenAnTech team will employ...

Simulation and experimental research on line throwing rocket with flight

OpenAIRE

Wen-bin Gu; Ming Lu; Jian-qing Liu; Qin-xing Dong; Zhen-xiong Wang; Jiang-hai Chen

2014-01-01

The finite segment method is used to model the line throwing rocket system. A dynamic model of line throwing rocket with flight motion based on Kane's method is presented by the kinematics description of the system and the consideration of the forces acting on the system. The experiment designed according to the parameters of the dynamic model is made. The simulation and experiment results, such as range, velocity and flight time, are compared and analyzed. The simulation results are basicall...

Shuttle Columbia Post-landing Tow - with Reflection in Water

Science.gov (United States)

1982-01-01

A rare rain allowed this reflection of the Space Shuttle Columbia as it was towed 16 Nov. 1982, to the Shuttle Processing Area at NASA's Ames-Dryden Flight Research Facility (from 1976 to 1981 and after 1994, the Dryden Flight Research Center), Edwards, California, following its fifth flight in space. Columbia was launched on mission STS-5 11 Nov. 1982, and landed at Edwards Air Force Base on concrete runway 22. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines withtwo solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials

Advanced aircraft service life monitoring method via flight-by-flight load spectra

Science.gov (United States)

Lee, Hongchul

This research is an effort to understand current method and to propose an advanced method for Damage Tolerance Analysis (DTA) for the purpose of monitoring the aircraft service life. As one of tasks in the DTA, the current indirect Individual Aircraft Tracking (IAT) method for the F-16C/D Block 32 does not properly represent changes in flight usage severity affecting structural fatigue life. Therefore, an advanced aircraft service life monitoring method based on flight-by-flight load spectra is proposed and recommended for IAT program to track consumed fatigue life as an alternative to the current method which is based on the crack severity index (CSI) value. Damage Tolerance is one of aircraft design philosophies to ensure that aging aircrafts satisfy structural reliability in terms of fatigue failures throughout their service periods. IAT program, one of the most important tasks of DTA, is able to track potential structural crack growth at critical areas in the major airframe structural components of individual aircraft. The F-16C/D aircraft is equipped with a flight data recorder to monitor flight usage and provide the data to support structural load analysis. However, limited memory of flight data recorder allows user to monitor individual aircraft fatigue usage in terms of only the vertical inertia (NzW) data for calculating Crack Severity Index (CSI) value which defines the relative maneuver severity. Current IAT method for the F-16C/D Block 32 based on CSI value calculated from NzW is shown to be not accurate enough to monitor individual aircraft fatigue usage due to several problems. The proposed advanced aircraft service life monitoring method based on flight-by-flight load spectra is recommended as an improved method for the F-16C/D Block 32 aircraft. Flight-by-flight load spectra was generated from downloaded Crash Survival Flight Data Recorder (CSFDR) data by calculating loads for each time hack in selected flight data utilizing loads equations. From

Study of the feasibility aspects of flight testing an aeroelastically tailored forward swept research wing on a BQM-34F drone vehicle

Science.gov (United States)

Mourey, D. J.

1979-01-01

The aspects of flight testing an aeroelastically tailored forward swept research wing on a BQM-34F drone vehicle are examined. The geometry of a forward swept wing, which is incorporated into the BQM-34F to maintain satisfactory flight performance, stability, and control is defined. A preliminary design of the aeroelastically tailored forward swept wing is presented.

Wing Torsional Stiffness Tests of the Active Aeroelastic Wing F/A-18 Airplane

Science.gov (United States)

Lokos, William A.; Olney, Candida D.; Crawford, Natalie D.; Stauf, Rick; Reichenbach, Eric Y.

2002-01-01

The left wing of the Active Aeroelastic Wing (AAW) F/A-18 airplane has been ground-load-tested to quantify its torsional stiffness. The test has been performed at the NASA Dryden Flight Research Center in November 1996, and again in April 2001 after a wing skin modification was performed. The primary objectives of these tests were to characterize the wing behavior before the first flight, and provide a before-and-after measurement of the torsional stiffness. Two streamwise load couples have been applied. The wing skin modification is shown to have more torsional flexibility than the original configuration has. Additionally, structural hysteresis is shown to be reduced by the skin modification. Data comparisons show good repeatability between the tests.

F-16XL ship #1 (#849) during first flight of the Digital Flight Control System (DFCS)

Science.gov (United States)

1997-01-01

After completing its first flight with the Digital Flight Control System on December 16, 1997, the F-16XL #1 aircraft began a series of envelope expansion flights. On January 27 and 29, 1998, it successfully completed structural clearance tests, as well as most of the load testing Only flights at Mach 1.05 at 10,000 feet, Mach 1.1 at 15,000 feet, and Mach 1.2 at 20,000 feet remained. During the next flight, on February 4, an instrumentation problem cut short the planned envelope expansion tests. After the problem was corrected, the F-16XL returned to flight status, and on February 18 and 20, flight control and evaluation flights were made. Two more research flights were planned for the following week, but another problem appeared. During the ground start up, project personnel noticed that the leading edge flap moved without being commanded. The Digital Flight Control Computer was sent to the Lockheed-Martin facility at Fort Worth, where the problem was traced to a defective chip in the computer. After it was replaced, the F-16XL #1 flew a highly successful flight controls and handling qualities evaluation flight on March 26, clearing the way for the final tests. The final limited loads expansion flight occurred on March 31, and was fully successful. As a result, the on-site Lockheed-Martin loads engineer cleared the aircraft to Mach 1.8. The remaining two handling qualities and flight control evaluation flights were both made on April 3, 1998. These three flights concluded the flight test portion of the DFCS upgrade.

Multidisciplinary Design, Analysis, and Optimization Tool Development Using a Genetic Algorithm

Science.gov (United States)

Pak, Chan-gi; Li, Wesley

2009-01-01

Multidisciplinary design, analysis, and optimization using a genetic algorithm is being developed at the National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) to automate analysis and design process by leveraging existing tools to enable true multidisciplinary optimization in the preliminary design stage of subsonic, transonic, supersonic, and hypersonic aircraft. This is a promising technology, but faces many challenges in large-scale, real-world application. This report describes current approaches, recent results, and challenges for multidisciplinary design, analysis, and optimization as demonstrated by experience with the Ikhana fire pod design.!

Psychology of Flight Attendant’s Profession

OpenAIRE

Tatyana V. Filipieva

2012-01-01

The profession of a flight attendant appeared in aviation in the 1920s. Professional community of flight attendants is constantly growing with the growth of complexity of aviation technology, professional standards of passenger service and safety. The psychological scientific research was carried out by a psychologist who worked as a flight attendant. The study revealed the psychological content, demands, peculiarities in cabin crews' labor. A job description was accomplished. Temporal and sp...

A review of critical in-flight events research methodology

Science.gov (United States)

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

1985-01-01

Pilot's cognitive responses to critical in-flight events (CIFE's) were investigated, using pilots, who had on the average about 2540 flight hours each, in four experiments: (1) full-mission simulation in a general aviation trainer, (2) paper and pencil CIFE tests, (3) interactive computer-aided scenario testing, and (4) verbal protocols in fault diagnosis tasks. The results of both computer and paper and pencil tests showed only 50 percent efficiency in correct diagnosis of critical events. The efficiency in arriving at a diagnosis was also low: over 20 inquiries were made for 21 percent of the scenarios diagnosed. The information-seeking pattern was random, with frequent retracing over old inquiries. The measures for developing improved cognitive skills for CIFE's are discussed.

Multimodal Displays for Target Localization in a Flight Test

National Research Council Canada - National Science Library

Tannen, Robert

2001-01-01

... Synthesized Immersion Research Environment (SIRE) facility. Twelve pilots with a mean of 2652 flight hours performed a simulated flight task in which they were instructed to maintain a prescribed flight path, air speed, and altitude...

Research on Arrival/Departure Scheduling of Flights on Multirunways Based on Genetic Algorithm

Directory of Open Access Journals (Sweden)

Hang Zhou

2014-01-01

Full Text Available Aiming at the phenomenon of a large number of flight delays in the terminal area makes a reasonable scheduling for the approach and departure flights, which will minimize flight delay losses and improve runway utilization. This paper considered factors such as operating conditions and safety interval of multi runways; the maximum throughput and minimum flight delay losses as well as robustness were taken as objective functions; the model of optimization scheduling of approach and departure flights was established. Finally, the genetic algorithm was introduced to solve the model. The results showed that, in the program whose advance is not counted as a loss, its runway throughput is improved by 18.4%, the delay losses are reduced by 85.8%, and the robustness is increased by 20% compared with the results of FCFS (first come first served algorithm, while, compared with the program whose advance is counted as a loss, the runway throughput is improved by 15.16%, flight delay losses are decreased by 75.64%, and the robustness is also increased by 20%. The algorithm can improve the efficiency and reduce delay losses effectively and reduce the workload of controllers, thereby improving economic results.

Anesthesia and critical-care delivery in weightlessness: A challenge for research in parabolic flight analogue space surgery studies

Science.gov (United States)

Ball, Chad G.; Keaney, Marilyn A.; Chun, Rosaleen; Groleau, Michelle; Tyssen, Michelle; Keyte, Jennifer; Broderick, Timothy J.; Kirkpatrick, Andrew W.

2010-03-01

BackgroundMultiple nations are actively pursuing manned exploration of space beyond low-earth orbit. The responsibility to improve surgical care for spaceflight is substantial. Although the use of parabolic flight as a terrestrial analogue to study surgery in weightlessness (0 g) is well described, minimal data is available to guide the appropriate delivery of anesthesia. After studying anesthetized pigs in a 0 g parabolic flight environment, our group developed a comprehensive protocol describing prolonged anesthesia in a parabolic flight analogue space surgery study (PFASSS). Novel challenges included a physically remote vivarium, prolonged (>10 h) anesthetic requirements, and the provision of veterinary operating room/intensive care unit (ICU) equivalency on-board an aircraft with physical dimensions of ethical approval, multiple ground laboratory sessions were conducted with combinations of anesthetic, pre-medication, and induction protocols on Yorkshire-cross specific pathogen-free (SPF) pigs. Several constant rate infusion (CRI) intravenous anesthetic combinations were tested. In each regimen, opioids were administered to ensure analgesia. Ventilation was supported mechanically with blended gradients of oxygen. The best performing terrestrial 1 g regime was flight tested in parabolic flight for its effectiveness in sustaining optimal and prolonged anesthesia, analgesia, and maintaining hemodynamic stability. Each flight day, a fully anesthetized, ventilated, and surgically instrumented pig was transported to the Flight Research Laboratory (FRL) in a temperature-controlled animal ambulance. A modular on-board surgical/ICU suite with appropriate anesthesia/ICU and surgical support capabilities was employed. ResultsThe mean duration of anesthesia (per flight day) was 10.28 h over four consecutive days. A barbiturate and ketamine-based CRI anesthetic regimen supplemented with narcotic analgesia by bolus administration offered the greatest prolonged hemodynamic

STS-58 Landing at Edwards with Drag Chute

Science.gov (United States)

1993-01-01

A drag chute slows the space shuttle Columbia as it rolls to a perfect landing concluding NASA's longest mission at that time, STS-58, at the Ames-Dryden Flight Research Facility (later redesignated the Dryden Flight Research Center), Edwards, California, with a 8:06 a.m. (PST) touchdown 1 November 1993 on Edward's concrete runway 22. The planned 14 day mission, which began with a launch from Kennedy Space Center, Florida, at 7:53 a.m. (PDT), October 18, was the second spacelab flight dedicated to life sciences research. Seven Columbia crewmembers performed a series of experiments to gain more knowledge on how the human body adapts to the weightless environment of space. Crewmembers on this flight included: John Blaha, commander; Rick Searfoss, pilot; payload commander Rhea Seddon; mission specialists Bill MacArthur, David Wolf, and Shannon Lucid; and payload specialist Martin Fettman. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space

Application of CFD to a generic hypersonic flight research study

Science.gov (United States)

Green, Michael J.; Lawrence, Scott L.; Dilley, Arthur D.; Hawkins, Richard W.; Walker, Mary M.; Oberkampf, William L.

1993-01-01

Computational analyses have been performed for the initial assessment of flight research vehicle concepts that satisfy requirements for potential hypersonic experiments. Results were obtained from independent analyses at NASA Ames, NASA Langley, and Sandia National Labs, using sophisticated time-dependent Navier-Stokes and parabolized Navier-Stokes methods. Careful study of a common problem consisting of hypersonic flow past a slightly blunted conical forebody was undertaken to estimate the level of uncertainty in the computed results, and to assess the capabilities of current computational methods for predicting boundary-layer transition onset. Results of this study in terms of surface pressure and heat transfer comparisons, as well as comparisons of boundary-layer edge quantities and flow-field profiles are presented here. Sensitivities to grid and gas model are discussed. Finally, representative results are presented relating to the use of Computational Fluid Dynamics in the vehicle design and the integration/support of potential experiments.

F-15B ACTIVE test stand

Science.gov (United States)

1995-01-01

This November 13, 1995, photograph of the underside of the F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) at NASA's Dryden Flight Research Center, Edwards, California, shows the thrust stand being used for ground testing of a new thrust-vectoring concept. The twin-engine F-15 research aircraft is equipped with new Pratt & Whitney nozzles that can turn up to 20 degrees in any direction. They give the aircraft thrust control in the pitch (up and down) and yaw (left and right) directions. This will reduce drag and increase fuel economy or range as compared with conventional aerodynamic controls, which increase the retarding forces (drag) acting upon the aircraft. Ground testing during the first two weeks of November 1995 went well, and flight tests began in March 1996. These tests could result in significant performance increases for military and commercial aircraft. The research program is the product of a collaborative effort by NASA, the Air Force's Wright Laboratory, Pratt & Whitney, and McDonnell Douglas Aerospace.

Passengers waste production during flights.

Science.gov (United States)

Tofalli, Niki; Loizia, Pantelitsa; Zorpas, Antonis A

2017-12-20

We assume that during flights the amount of waste that is produced is limited. However, daily, approximately 8000 commercial airplanes fly above Europe's airspace while at the same time, more than 17,000 commercial flights exist in the entire world. Using primary data from airlines, which use the Larnaca's International Airport (LIA) in Cyprus, we have tried to understand why wastes are produced during a typical flight such as food waste, paper, and plastics, as well as how passengers affect the production of those wastes. The compositional analysis took place on 27 flights of 4 different airlines which used LIA as final destination. The evaluation indicated that the passenger's habits and ethics, and the policy of each airline produced different kinds of waste during the flights and especially food waste (FW). Furthermore, it was observed that the only waste management strategy that exists in place in the airport is the collection and the transportation of all those wastes from aircrafts and from the airport in the central unit for further treatment. Hence, this research indicated extremely difficulties to implement any specific waste minimization, or prevention practice or other sorting methods during the flights due to the limited time of the most flights (less than 3 h), the limited available space within the aircrafts, and the strictly safety roles that exist during the flights.

Partnership Opportunities with AFRC for Wireless Systems Flight Testing

Science.gov (United States)

Hang, Richard

2015-01-01

The presentation will overview the flight test capabilities at NASA Armstrong Flight Research Center (AFRC), to open up partnership collaboration opportunities for Wireless Community to conduct flight testing of aerospace wireless technologies. Also, it will brief the current activities on wireless sensor system at AFRC through SBIR (Small Business Innovation Research) proposals, and it will show the current areas of interest on wireless technologies that AFRC would like collaborate with Wireless Community to further and testing.

On the use of controls for subsonic transport performance improvement: Overview and future directions

Science.gov (United States)

Gilyard, Glenn; Espana, Martin

1994-01-01

Increasing competition among airline manufacturers and operators has highlighted the issue of aircraft efficiency. Fewer aircraft orders have led to an all-out efficiency improvement effort among the manufacturers to maintain if not increase their share of the shrinking number of aircraft sales. Aircraft efficiency is important in airline profitability and is key if fuel prices increase from their current low. In a continuing effort to improve aircraft efficiency and develop an optimal performance technology base, NASA Dryden Flight Research Center developed and flight tested an adaptive performance seeking control system to optimize the quasi-steady-state performance of the F-15 aircraft. The demonstrated technology is equally applicable to transport aircraft although with less improvement. NASA Dryden, in transitioning this technology to transport aircraft, is specifically exploring the feasibility of applying adaptive optimal control techniques to performance optimization of redundant control effectors. A simulation evaluation of a preliminary control law optimizes wing-aileron camber for minimum net aircraft drag. Two submodes are evaluated: one to minimize fuel and the other to maximize velocity. This paper covers the status of performance optimization of the current fleet of subsonic transports. Available integrated controls technologies are reviewed to define approaches using active controls. A candidate control law for adaptive performance optimization is presented along with examples of algorithm operation.

Rapidly Re-Configurable Flight Simulator Tools for Crew Vehicle Integration Research and Design

Science.gov (United States)

Pritchett, Amy R.

2002-01-01

While simulation is a valuable research and design tool, the time and difficulty required to create new simulations (or re-use existing simulations) often limits their application. This report describes the design of the software architecture for the Reconfigurable Flight Simulator (RFS), which provides a robust simulation framework that allows the simulator to fulfill multiple research and development goals. The core of the architecture provides the interface standards for simulation components, registers and initializes components, and handles the communication between simulation components. The simulation components are each a pre-compiled library 'plugin' module. This modularity allows independent development and sharing of individual simulation components. Additional interfaces can be provided through the use of Object Data/Method Extensions (OD/ME). RFS provides a programmable run-time environment for real-time access and manipulation, and has networking capabilities using the High Level Architecture (HLA).

Conical Probe Calibration and Wind Tunnel Data Analysis of the Channeled Centerbody Inlet Experiment

Science.gov (United States)

Truong, Samson Siu

2011-01-01

For a multi-hole test probe undergoing wind tunnel tests, the resulting data needs to be analyzed for any significant trends. These trends include relating the pressure distributions, the geometric orientation, and the local velocity vector to one another. However, experimental runs always involve some sort of error. As a result, a calibration procedure is required to compensate for this error. For this case, it is the misalignment bias angles resulting from the distortion associated with the angularity of the test probe or the local velocity vector. Through a series of calibration steps presented here, the angular biases are determined and removed from the data sets. By removing the misalignment, smoother pressure distributions contribute to more accurate experimental results, which in turn could be then compared to theoretical and actual in-flight results to derive any similarities. Error analyses will also be performed to verify the accuracy of the calibration error reduction. The resulting calibrated data will be implemented into an in-flight RTF script that will output critical flight parameters during future CCIE experimental test runs. All of these tasks are associated with and in contribution to NASA Dryden Flight Research Center s F-15B Research Testbed s Small Business Innovation Research of the Channeled Centerbody Inlet Experiment.

Task complexity modulates pilot electroencephalographic activity during real flights.

Science.gov (United States)

Di Stasi, Leandro L; Diaz-Piedra, Carolina; Suárez, Juan; McCamy, Michael B; Martinez-Conde, Susana; Roca-Dorda, Joaquín; Catena, Andrés

2015-07-01

Most research connecting task performance and neural activity to date has been conducted in laboratory conditions. Thus, field studies remain scarce, especially in extreme conditions such as during real flights. Here, we investigated the effects of flight procedures of varied complexity on the in-flight EEG activity of military helicopter pilots. Flight procedural complexity modulated the EEG power spectrum: highly demanding procedures (i.e., takeoff and landing) were associated with higher EEG power in the higher frequency bands, whereas less demanding procedures (i.e., flight exercises) were associated with lower EEG power over the same frequency bands. These results suggest that EEG recordings may help to evaluate an operator's cognitive performance in challenging real-life scenarios, and thus could aid in the prevention of catastrophic events. © 2015 Society for Psychophysiological Research.

Digital virtual flight testing and evaluation method for flight characteristics airworthiness compliance of civil aircraft based on HQRM

Directory of Open Access Journals (Sweden)

Fan Liu

2015-02-01

Full Text Available In order to incorporate airworthiness requirements for flight characteristics into the entire development cycle of electronic flight control system (EFCS equipped civil aircraft, digital virtual flight testing and evaluation method based on handling qualities rating method (HQRM is proposed. First, according to HQRM, flight characteristics airworthiness requirements of civil aircraft in EFCS failure states are determined. On this basis, digital virtual flight testing model, comprising flight task digitized model, pilot controlling model, aircraft motion and atmospheric turbulence model, is used to simulate the realistic process of a pilot controlling an airplane to perform assigned flight tasks. According to the simulation results, flight characteristics airworthiness compliance of the airplane can be evaluated relying on the relevant regulations for handling qualities (HQ rating. Finally, this method is applied to a type of passenger airplane in a typical EFCS failure state, and preliminary conclusions concerning airworthiness compliance are derived quickly. The research results of this manuscript can provide important theoretical reference for EFCS design and actual airworthiness compliance verification of civil aircraft.

NASA's Rodent Research Project: Validation of Flight Hardware, Operations and Science Capabilities for Conducting Long Duration Experiments in Space

Science.gov (United States)

Choi, S. Y.; Beegle, J. E.; Wigley, C. L.; Pletcher, D.; Globus, R. K.

2015-01-01

Research using rodents is an essential tool for advancing biomedical research on Earth and in space. Rodent Research (RR)-1 was conducted to validate flight hardware, operations, and science capabilities that were developed at the NASA Ames Research Center. Twenty C57BL/6J adult female mice were launched on Sept 21, 2014 in a Dragon Capsule (SpaceX-4), then transferred to the ISS for a total time of 21-22 days (10 commercial mice) or 37 (10 validation mice). Tissues collected on-orbit were either rapidly frozen or preserved in RNA later at less than or equal to -80 C (n=2/group) until their return to Earth. Remaining carcasses were rapidly frozen for dissection post-flight. The three controls groups at Kennedy Space Center consisted of: Basal mice euthanized at the time of launch, Vivarium controls, housed in standard cages, and Ground Controls (GC), housed in flight hardware within an environmental chamber. FLT mice appeared more physically active on-orbit than GC, and behavior analysis are in progress. Upon return to Earth, there were no differences in body weights between FLT and GC at the end of the 37 days in space. RNA was of high quality (RIN greater than 8.5). Liver enzyme activity levels of FLT mice and all control mice were similar in magnitude to those of the samples that were optimally processed in the laboratory. Liver samples collected from the intact frozen FLT carcasses had RNA RIN of 7.27 +/- 0.52, which was lower than that of the samples processed on-orbit, but similar to those obtained from the control group intact carcasses. Nonetheless, the RNA samples from the intact carcasses were acceptable for the most demanding transcriptomic analyses. Adrenal glands, thymus and spleen (organs associated with stress response) showed no significant difference in weights between FLT and GC. Enzymatic activity was also not significantly different. Over 3,000 tissues collected from the four groups of mice have become available for the Biospecimen Sharing

Aeroelastic Control of a Segmented Trailing Edge Using Fiber Optic Strain Sensing Technology

Science.gov (United States)

Graham, Corbin Jay; Martins, Benjamin; Suppanade, Nathan

2014-01-01

Currently, design of aircraft structures incorporate a safety factor which is essentially an over design to mitigate the risk of structure failure during operation. Typically this safety factor is to design the structure to withstand loads much greater than what is expected to be experienced during flight. NASA Dryden Flight Research Centers has developed a Fiber Optic Strain Sensing (FOSS) system which can measure strain values in real-time. The Aeroelastics Lab at the AERO Institute is developing a segmented trailing edged wing with multiple control surfaces that can utilize the data from the FOSS system, in conjunction with an adaptive controller to redistribute the lift across a wing. This redistribution can decrease the amount of strain experienced by the wing as well as be used to dampen vibration and reduce flutter.

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

Science.gov (United States)

Didion, Jeffrey R.

2018-01-01

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

Development of a Free-Flight Simulation Infrastructure

Science.gov (United States)

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

1999-01-01

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

Research Initiatives and Preliminary Results In Automation Design In Airspace Management in Free Flight

Science.gov (United States)

Corker, Kevin; Lebacqz, J. Victor (Technical Monitor)

1997-01-01

The NASA and the FAA have entered into a joint venture to explore, define, design and implement a new airspace management operating concept. The fundamental premise of that concept is that technologies and procedures need to be developed for flight deck and ground operations to improve the efficiency, the predictability, the flexibility and the safety of airspace management and operations. To that end NASA Ames has undertaken an initial development and exploration of "key concepts" in the free flight airspace management technology development. Human Factors issues in automation aiding design, coupled aiding systems between air and ground, communication protocols in distributed decision making, and analytic techniques for definition of concepts of airspace density and operator cognitive load have been undertaken. This paper reports the progress of these efforts, which are not intended to definitively solve the many evolving issues of design for future ATM systems, but to provide preliminary results to chart the parameters of performance and the topology of the analytic effort required. The preliminary research in provision of cockpit display of traffic information, dynamic density definition, distributed decision making, situation awareness models and human performance models is discussed as they focus on the theme of "design requirements".

Cryogenic fluid management program flight concept definition

Science.gov (United States)

Kroeger, Erich

1987-01-01

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

Alternative Aviation Fuel Experiment (AAFEX)

Science.gov (United States)

Anderson, B. E.; Beyersdorf, A. J.; Hudgins, C. H.; Plant, J. V.; Thornhill, K. L.; Winstead, E. L.; Ziemba, L. D.; Howard, R.; Corporan, E.; Miake-Lye, R. C.;

Flight Test Results for the F-16XL With a Digital Flight Control System

Science.gov (United States)

Stachowiak, Susan J.; Bosworth, John T.

2004-01-01

In the early 1980s, two F-16 airplanes were modified to extend the fuselage length and incorporate a large area delta wing planform. These two airplanes, designated the F-16XL, were designed by the General Dynamics Corporation (now Lockheed Martin Tactical Aircraft Systems) (Fort Worth, Texas) and were prototypes for a derivative fighter evaluation program conducted by the United States Air Force. Although the concept was never put into production, the F-16XL prototypes provided a unique planform for testing concepts in support of future high-speed supersonic transport aircraft. To extend the capabilities of this testbed vehicle the F-16XL ship 1 aircraft was upgraded with a digital flight control system. The added flexibility of a digital flight control system increases the versatility of this airplane as a testbed for aerodynamic research and investigation of advanced technologies. This report presents the handling qualities flight test results covering the envelope expansion of the F-16XL with the digital flight control system.

Enroute flight-path planning - Cooperative performance of flight crews and knowledge-based systems

Science.gov (United States)

Smith, Philip J.; Mccoy, Elaine; Layton, Chuck; Galdes, Deb

1989-01-01

Interface design issues associated with the introduction of knowledge-based systems into the cockpit are discussed. Such issues include not only questions about display and control design, they also include deeper system design issues such as questions about the alternative roles and responsibilities of the flight crew and the computer system. In addition, the feasibility of using enroute flight path planning as a context for exploring such research questions is considered. In particular, the development of a prototyping shell that allows rapid design and study of alternative interfaces and system designs is discussed.

From the Bronx to Bengifunda (and Other Lines of Flight): Deterritorializing Purposes and Methods in Science Education Research

Science.gov (United States)

Gough, Noel

2011-01-01

In this essay I explore a number of questions about purposes and methods in science education research prompted by my reading of Wesley Pitts' ethnographic study of interactions among four students and their teacher in a chemistry classroom in the Bronx, New York City. I commence three "lines of flight" (small acts of Deleuzo-Guattarian…

The History and Promise of Combined Cycle Engines for Access to Space Applications

Science.gov (United States)

Clark, Casie

2010-01-01

For the summer of 2010, I have been working in the Aerodynamics and Propulsion Branch at NASA Dryden Flight Research Center studying combined-cycle engines, a high speed propulsion concept. Combined cycle engines integrate multiple propulsion systems into a single engine capable of running in multiple modes. These different modes allow the engine to be extremely versatile and efficient in varied flight conditions. The two most common types of combined cycle engines are Rocket-Based Combined Cycle (RBCC) and Turbine Based Combined Cycle (TBCC). The RBCC essentially combines a rocket and ramjet engine, while the TBCC integrates a turbojet and ramjet1. These two engines are able to switch between different propulsion modes to achieve maximum performance. Extensive conceptual and ground test studies of RBCC engines have been undertaken; however, an RBCC engine has never, to my knowledge, been demonstrated in flight. RBCC engines are of particular interest because they could potentially power a reusable launch vehicle (RLV) into space. The TBCC has been flight tested and shown to be effective at reaching supersonic speeds, most notably in the SR-71 Blackbird2.

Psychology of Flight Attendant’s Profession

Directory of Open Access Journals (Sweden)

Tatyana V. Filipieva

2012-01-01

Full Text Available The profession of a flight attendant appeared in aviation in the 1920s. Professionalcommunity of flight attendants is constantly growing with the growth ofcomplexity of aviation technology, professional standards of passenger serviceand safety. The psychological scientific research was carried out by a psychologistwho worked as a flight attendant. The study revealed the psychological content,demands, peculiarities in cabin crews’ labor. A job description was accomplished.Temporal and spatial characteristics, the main contradictions, unfavorable psychogenicand stress factors in labor were examined and described. Psychological profilesof a cabin attendant and of an air passenger were drawn up.

F-15B ACTIVE with thrust vectoring nozzles on test stand view from rear

Science.gov (United States)

1995-01-01

This November 13, 1995, photograph of the F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) at NASA's Dryden Flight Research Center, Edwards, California, shows the aircraft's two new Pratt & Whitney nozzles that can turn up to 20 degrees in any direction. These nozzles give the aircraft thrust control in the pitch (up and down) and yaw (left and right) directions. This will reduce drag and increase fuel economy or range as compared with conventional aerodynamic controls, which increase the retarding forces (drag) acting upon the aircraft. Ground testing of a new thrust-vectoring concept employing the nozzles took place during the first two weeks of November 1995 and went well, and flight tests began in March 1996. These tests could result in significant performance increases for military and commercial aircraft. The research program is the product of a collaborative effort by NASA, the Air Force's Wright Laboratory, Pratt & Whitney, and McDonnell Douglas Aerospace.

Human Factors Topics in Flight Simulation: An Annotated Bibliography

Science.gov (United States)

1976-01-01

A flight simulator study of missile control performance as a function of concurrent workload. AGARD CP-146, 1974. HUMAN PERFORMANCE. CREELMAN , J.A...aircraft flight simulators. Aviation Psychological Research Centre, Western European Association for Aviation Psychology , Brussels, Belgium. 1973...training fighter pilots. AIAA 72-161, 1972. TRAINING. FRISBY, C.B. Field research in flying training. Occupational Psychology , 1947, 21, 24-33

Research on the Frequency Aliasing of Resistance Acceleration Guidance for Reentry Flight

Directory of Open Access Journals (Sweden)

Han Pengxin

2017-01-01

Full Text Available According to the special response of resistance acceleration during hypersonic reentry flight, different guidance frequency will result to very different flight and control response. The analysis model for the response of resistance acceleration to the attack angle and dynamic press is put forward respectively in this paper. And the frequency aliasing phenomenon of guidance is revealed. The simulation results to the same vehicle sufficiently substantiate the frequency aliasing of resistance acceleration during reentry guidance.

Actions Needed to Ensure Scientific and Technical Information is Adequately Reviewed at Goddard Space Flight Center, Johnson Space Center, Langley Research Center, and Marshall Space Flight Center

Science.gov (United States)

2008-01-01

This audit was initiated in response to a hotline complaint regarding the review, approval, and release of scientific and technical information (STI) at Johnson Space Center. The complainant alleged that Johnson personnel conducting export control reviews of STI were not fully qualified to conduct those reviews and that the reviews often did not occur until after the STI had been publicly released. NASA guidance requires that STI, defined as the results of basic and applied scientific, technical, and related engineering research and development, undergo certain reviews prior to being released outside of NASA or to audiences that include foreign nationals. The process includes technical, national security, export control, copyright, and trade secret (e.g., proprietary data) reviews. The review process was designed to preclude the inappropriate dissemination of sensitive information while ensuring that NASA complies with a requirement of the National Aeronautics and Space Act of 1958 (the Space Act)1 to provide for the widest practicable and appropriate dissemination of information resulting from NASA research activities. We focused our audit on evaluating the STI review process: specifically, determining whether the roles and responsibilities for the review, approval, and release of STI were adequately defined and documented in NASA and Center-level guidance and whether that guidance was effectively implemented at Goddard Space Flight Center, Johnson Space Center, Langley Research Center, and Marshall Space Flight Center. Johnson was included in the review because it was the source of the initial complaint, and Goddard, Langley, and Marshall were included because those Centers consistently produce significant amounts of STI.

Integrated technology rotor/flight research rotor concept definition study

Science.gov (United States)

Carlson, R. G.; Beno, E. A.; Ulisnik, H. D.

1983-01-01

As part of the Integrated Technology Rotor/Flight Research Rotor (ITR/FRR) Program a number of advanced rotor system designs were conceived and investigated. From these, several were chosen that best meet the started ITR goals with emphasis on stability, reduced weight and hub drag, simplicity, low head moment stiffness, and adequate strength and fatigue life. It was concluded that obtaining low hub moment stiffness was difficult when only the blade flexibility of bearingless rotor blades is considered, unacceptably low fatigue life being the primary problem. Achieving a moderate hub moment stiffness somewhat higher than state of the art articulated rotors in production today is possible within the fatigue life constraint. Alternatively, low stiffness is possible when additional rotor elements, besides the blades themselves, provide part of the rotor flexibility. Two primary designs evolved as best meeting the general ITR requirements that presently exist. An I shaped flexbeam with an external torque tube can satisfy the general goals but would have either higher stiffness or reduced fatigue life. The elastic gimbal rotor can achieve a better combination of low stiffness and high fatigue life but would be a somewhat heavier design and possibly exhibit a higher risk of aeromechanical instability.

Multivariable Techniques for High-Speed Research Flight Control Systems

Science.gov (United States)

Newman, Brett A.

1999-01-01

This report describes the activities and findings conducted under contract with NASA Langley Research Center. Subject matter is the investigation of suitable multivariable flight control design methodologies and solutions for large, flexible high-speed vehicles. Specifically, methodologies are to address the inner control loops used for stabilization and augmentation of a highly coupled airframe system possibly involving rigid-body motion, structural vibrations, unsteady aerodynamics, and actuator dynamics. Design and analysis techniques considered in this body of work are both conventional-based and contemporary-based, and the vehicle of interest is the High-Speed Civil Transport (HSCT). Major findings include: (1) control architectures based on aft tail only are not well suited for highly flexible, high-speed vehicles, (2) theoretical underpinnings of the Wykes structural mode control logic is based on several assumptions concerning vehicle dynamic characteristics, and if not satisfied, the control logic can break down leading to mode destabilization, (3) two-loop control architectures that utilize small forward vanes with the aft tail provide highly attractive and feasible solutions to the longitudinal axis control challenges, and (4) closed-loop simulation sizing analyses indicate the baseline vane model utilized in this report is most likely oversized for normal loading conditions.

Case Study: Test Results of a Tool and Method for In-Flight, Adaptive Control System Verification on a NASA F-15 Flight Research Aircraft

Science.gov (United States)

Jacklin, Stephen A.; Schumann, Johann; Guenther, Kurt; Bosworth, John

2006-01-01

Adaptive control technologies that incorporate learning algorithms have been proposed to enable autonomous flight control and to maintain vehicle performance in the face of unknown, changing, or poorly defined operating environments [1-2]. At the present time, however, it is unknown how adaptive algorithms can be routinely verified, validated, and certified for use in safety-critical applications. Rigorous methods for adaptive software verification end validation must be developed to ensure that. the control software functions as required and is highly safe and reliable. A large gap appears to exist between the point at which control system designers feel the verification process is complete, and when FAA certification officials agree it is complete. Certification of adaptive flight control software verification is complicated by the use of learning algorithms (e.g., neural networks) and degrees of system non-determinism. Of course, analytical efforts must be made in the verification process to place guarantees on learning algorithm stability, rate of convergence, and convergence accuracy. However, to satisfy FAA certification requirements, it must be demonstrated that the adaptive flight control system is also able to fail and still allow the aircraft to be flown safely or to land, while at the same time providing a means of crew notification of the (impending) failure. It was for this purpose that the NASA Ames Confidence Tool was developed [3]. This paper presents the Confidence Tool as a means of providing in-flight software assurance monitoring of an adaptive flight control system. The paper will present the data obtained from flight testing the tool on a specially modified F-15 aircraft designed to simulate loss of flight control faces.

The ASAC Flight Segment and Network Cost Models

Science.gov (United States)

Kaplan, Bruce J.; Lee, David A.; Retina, Nusrat; Wingrove, Earl R., III; Malone, Brett; Hall, Stephen G.; Houser, Scott A.

1997-01-01

To assist NASA in identifying research art, with the greatest potential for improving the air transportation system, two models were developed as part of its Aviation System Analysis Capability (ASAC). The ASAC Flight Segment Cost Model (FSCM) is used to predict aircraft trajectories, resource consumption, and variable operating costs for one or more flight segments. The Network Cost Model can either summarize the costs for a network of flight segments processed by the FSCM or can be used to independently estimate the variable operating costs of flying a fleet of equipment given the number of departures and average flight stage lengths.

The Propulsive-Only Flight Control Problem

Science.gov (United States)

Blezad, Daniel J.

1996-01-01

Attitude control of aircraft using only the throttles is investigated. The long time constants of both the engines and of the aircraft dynamics, together with the coupling between longitudinal and lateral aircraft modes make piloted flight with failed control surfaces hazardous, especially when attempting to land. This research documents the results of in-flight operation using simulated failed flight controls and ground simulations of piloted propulsive-only control to touchdown. Augmentation control laws to assist the pilot are described using both optimal control and classical feedback methods. Piloted simulation using augmentation shows that simple and effective augmented control can be achieved in a wide variety of failed configurations.

Evaluation of Small Unmanned Aircraft Flight Trajectory Accuracy

Directory of Open Access Journals (Sweden)

Ramūnas Kikutis

2014-12-01

Full Text Available Today small unmanned aircraft are being more widely adapted for practical tasks. These tasks require high reliability and flight path accuracy. For such aircraft we have to deal with the chalenge how to compensate external factors and how to ensure the accuracy of the flight trajectory according to new regulations and standards. In this paper, new regulations for the flights of small unmanned aircraft in Lithuanian air space are discussed. Main factors, which affect errors of the autonomous flight path tracking, are discussed too. The emphasis is on the wind factor and the flight path of Dubbin’s trajectories. Research was performed with mathematical-dynamic model of UAV and it was compared with theoretical calculations. All calculations and experiments were accomplished for the circular part of Dubbin’s paths when the airplane was trimmed for circular trajectory flight in calm conditions. Further, for such flight the wind influence was analysed.

Subscale Flight Testing for Aircraft Loss of Control: Accomplishments and Future Directions

Science.gov (United States)

Cox, David E.; Cunningham, Kevin; Jordan, Thomas L.

2012-01-01

Subscale flight-testing provides a means to validate both dynamic models and mitigation technologies in the high-risk flight conditions associated with aircraft loss of control. The Airborne Subscale Transport Aircraft Research (AirSTAR) facility was designed to be a flexible and efficient research facility to address this type of flight-testing. Over the last several years (2009-2011) it has been used to perform 58 research flights with an unmanned, remotely-piloted, dynamically-scaled airplane. This paper will present an overview of the facility and its architecture and summarize the experimental data collected. All flights to date have been conducted within visual range of a safety observer. Current plans for the facility include expanding the test volume to altitudes and distances well beyond visual range. The architecture and instrumentation changes associated with this upgrade will also be presented.

The economic context for the development of "blind flight".

Science.gov (United States)

Temme, Leonard A; Rupert, Angus

2003-07-01

On 24 September 1929, at Mitchel Field, Long Island, NY, Jimmy Doolittle performed the first so-called "blind flight." He executed a flight plan and landed using only cockpit instruments, a feat that culminated a research program supported by the Daniel Guggenheim Fund for the Promotion of Aeronautics. Contemporary aviation medicine, with its understanding of the challenges of spatial (dis)orientation, has a special understanding and appreciation of the complex human performance, medical and technical problems that had to be overcome to make instrument flight possible. It is likely that the problems would not have been solved unless a socioeconomic context provoked a sufficient motivation to address them. This paper outlines some of the economic factors that motivated the research and development necessary for instrument flight. These factors were the direct consequence of the sudden, huge explosion of the aviation industry caused by World War I, and with the Armistice, the equally sudden loss of the industry's primary customer, the military. Finding a civilian role for aviation awaited the development of air mail, which, in turn, depended on the ability to fly according to a reliable schedule. The need to reliably adhere to a schedule forced the scientific and technological research needed to develop all-weather, blind flight.

Investigation of periodontal tissue during a long space flights

Science.gov (United States)

Solovyeva, Zoya; Viacheslav, Ilyin; Skedina, Marina

Previous studies conducted on the International Space Station found that upon completion of the space flight there are significant changes in the local immunity and periodontal microflora of astronauts. Also research in ground-based experiments that simulate space flight factors showed that prolonged hypokinesia antiorthostatic leads to impaired functional indicators of the periodontal vascular system, an unidirectional change from the microbiota and the immune system. That results in the appearance and progressive increase of the parodontial pathogenic bacteria and increase of the content of immunoglobulins in the oral fluid. All these changes are classified as risk factors for the development of inflammatory periodontal diseases in astronauts. However, the studies were unable to determine whether the changes result from a long space flight and the peculiarities of formation the local immunity and periodontal microbiota during the space flight, or they are one of the specific manifestations of the readaptationary post-flight condition of the body. In this regard, the planned research in a long space flight suggests: to use the means of microbial control, which can retain of the anaerobes periodontal microbiota sampling directly in the space flight; to assess the specificity of changes of the periodontal immune status under the influence of the space flight factors, and to assess the state of microcirculation of periodontal tissue in astronauts. A comprehensive study of the reaction of dentition during the space flight will make it possible to study the pathogenesis of changes for developing an adequate prevention aimed at optimizing the state of dentition of the astronauts.

Design Criteria for the Future of Flight Controls. Proceedings of the Flight Dynamics Laboratory Flying Qualities and Flight Control Symposium 2-5 March 1982.

Science.gov (United States)

1982-07-01

launch platform . But as a transport, obviously, long duration flights must be accomplished without undue crew fatigue. Underlying all this is an...Modes a weapons platforme throah sore effective flight listed in Figure 1. control design. VII. Sugestd Frthr Research Rfrne There are certain...A KIat KiOW CC~~i at Pilot m1A~ MloU. ftm of a h m ad ftf trn* weD kqr~&~ m Wix a I -n ** Wuma of Am 1 Tbalam, ad axazw Dpi c Fwa PltwsAp ad A

Functional requirements for the man-vehicle systems research facility. [identifying and correcting human errors during flight simulation

Science.gov (United States)

Clement, W. F.; Allen, R. W.; Heffley, R. K.; Jewell, W. F.; Jex, H. R.; Mcruer, D. T.; Schulman, T. M.; Stapleford, R. L.

1980-01-01

The NASA Ames Research Center proposed a man-vehicle systems research facility to support flight simulation studies which are needed for identifying and correcting the sources of human error associated with current and future air carrier operations. The organization of research facility is reviewed and functional requirements and related priorities for the facility are recommended based on a review of potentially critical operational scenarios. Requirements are included for the experimenter's simulation control and data acquisition functions, as well as for the visual field, motion, sound, computation, crew station, and intercommunications subsystems. The related issues of functional fidelity and level of simulation are addressed, and specific criteria for quantitative assessment of various aspects of fidelity are offered. Recommendations for facility integration, checkout, and staffing are included.

F-15 PCA (Propulsion Controlled Aircraft) Simulation Cockpit

Science.gov (United States)

1990-01-01

The F-15 PCA (Propulsion Controlled Aircraft) simulation was used from 1990 to 1993. It was used for the development of propulsion algorithms and piloting techniques (using throttles only) to be used for emergency flight control in the advent of a major flight control system failure on a multi-engine aircraft. Following this program with the Dryden F-15, similiar capabilities were developed for other aircraft, such as the B-720, Lear 24, B-727, C-402, and B-747.

H/OZ: PFD and Collaborative Flight Control System, Phase II

Data.gov (United States)

National Aeronautics and Space Administration — Researchers at the Institute for Human and Machine Cognition invented OZ, a primary flight display that provides a single, unified graphic display of critical flight...

Enabling Electric Propulsion for Flight

Science.gov (United States)

Ginn, Starr Renee

2015-01-01

Team Seedling project AFRC and LaRC 31ft distributed electric propulsion wing on truck bed up 75 miles per hour for coefficient of lift validation. Convergent Aeronautic Solutions project, sub-project Convergent Electric Propulsion Technologies AFRC, LaRC and GRC, re-winging a 4 passenger Tecnam aircraft with a 31ft distributed electric propulsion wing. Advanced Air Transport Technologies (Fixed Wing), Hybrid Electric Research Theme, developing a series hybrid ironbird and flight sim to study integration and performance challenges in preparation for a 1-2 MW flight project.

Wingless Flight: The Lifting Body Story

Science.gov (United States)

Reed, R. Dale; Lister, Darlene (Editor); Huntley, J. D. (Editor)

1997-01-01

Wingless Flight tells the story of the most unusual flying machines ever flown, the lifting bodies. It is my story about my friends and colleagues who committed a significant part of their lives in the 1960s and 1970s to prove that the concept was a viable one for use in spacecraft of the future. This story, filled with drama and adventure, is about the twelve-year period from 1963 to 1975 in which eight different lifting-body configurations flew. It is appropriate for me to write the story, since I was the engineer who first presented the idea of flight-testing the concept to others at the NASA Flight Research Center. Over those twelve years, I experienced the story as it unfolded day by day at that remote NASA facility northeast of los Angeles in the bleak Mojave Desert. Benefits from this effort immediately influenced the design and operational concepts of the winged NASA Shuttle Orbiter. However, the full benefits would not be realized until the 1990s when new spacecraft such as the X-33 and X-38 would fully employ the lifting-body concept. A lifting body is basically a wingless vehicle that flies due to the lift generated by the shape of its fuselage. Although both a lifting reentry vehicle and a ballistic capsule had been considered as options during the early stages of NASA's space program, NASA initially opted to go with the capsule. A number of individuals were not content to close the book on the lifting-body concept. Researchers including Alfred Eggers at the NASA Ames Research Center conducted early wind-tunnel experiments, finding that half of a rounded nose-cone shape that was flat on top and rounded on the bottom could generate a lift-to-drag ratio of about 1.5 to 1. Eggers' preliminary design sketch later resembled the basic M2 lifting-body design. At the NASA Langley Research Center, other researchers toyed with their own lifting-body shapes. Meanwhile, some of us aircraft-oriented researchers at the, NASA Flight Research Center at Edwards Air

ACSYNT inner loop flight control design study

Science.gov (United States)

Bortins, Richard; Sorensen, John A.

1993-01-01

The NASA Ames Research Center developed the Aircraft Synthesis (ACSYNT) computer program to synthesize conceptual future aircraft designs and to evaluate critical performance metrics early in the design process before significant resources are committed and cost decisions made. ACSYNT uses steady-state performance metrics, such as aircraft range, payload, and fuel consumption, and static performance metrics, such as the control authority required for the takeoff rotation and for landing with an engine out, to evaluate conceptual aircraft designs. It can also optimize designs with respect to selected criteria and constraints. Many modern aircraft have stability provided by the flight control system rather than by the airframe. This may allow the aircraft designer to increase combat agility, or decrease trim drag, for increased range and payload. This strategy requires concurrent design of the airframe and the flight control system, making trade-offs of performance and dynamics during the earliest stages of design. ACSYNT presently lacks means to implement flight control system designs but research is being done to add methods for predicting rotational degrees of freedom and control effector performance. A software module to compute and analyze the dynamics of the aircraft and to compute feedback gains and analyze closed loop dynamics is required. The data gained from these analyses can then be fed back to the aircraft design process so that the effects of the flight control system and the airframe on aircraft performance can be included as design metrics. This report presents results of a feasibility study and the initial design work to add an inner loop flight control system (ILFCS) design capability to the stability and control module in ACSYNT. The overall objective is to provide a capability for concurrent design of the aircraft and its flight control system, and enable concept designers to improve performance by exploiting the interrelationships between

Dale Reed with X-38 and a Subscale Model Used in Test Program

Science.gov (United States)

1997-01-01

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

Flight nursing expertise: towards a middle-range theory

Science.gov (United States)

Reimer, Andrew P.; Moore, Shirley M.

2010-01-01

Aim This paper presents a middle-range Theory of Flight Nursing Expertise. Background Rotary-wing (helicopter) medical transport has grown rapidly in the USA since its introduction, particularly during the past 5 years. Patients once considered too sick to transport are now being transported more frequently and over longer distances. Many limitations are imposed by the air medical transport environment and these require nurses to alter their practice. Data sources A literature search was conducted using Pubmed, Medline, CINAHL, secondary referencing and an Internet search from 1960 to 2008 for studies related to the focal concepts in flight nursing. Discussion The middle-range Theory of Flight Nursing Expertise is composed of nine concepts (experience, training, transport environment of care, psychomotor skills, flight nursing knowledge, cue recognition, pattern recognition, decision-making and action) and their relationships. Five propositions describe the relationships between those concepts and how they apply to flight nursing expertise. Implications for nursing After empirical testing, this theory may be a useful tool to assist novice flight nurses to attain the skills necessary to provide safe and competent care more efficiently, and may aid in designing curricula and programmes of research. Conclusion Research is needed to determine the usefulness of this theory in both rotary and fixed-wing medical transport settings, and to examine the similarities and differences related to expertise needed for different flight nurse team compositions. Curriculum and training innovations can result from increased understanding of the concepts and relationships proposed in this theory. PMID:20337803

Ikhana: Unmanned Aircraft System Western States Fire Missions. Monographs in Aerospace History, Number 44

Science.gov (United States)

Merlin, Peter W.

2009-01-01

In 2006, NASA Dryden Flight Research Center, Edwards, Calif., obtained a civil version of the General Atomics MQ-9 unmanned aircraft system and modified it for research purposes. Proposed missions included support of Earth science research, development of advanced aeronautical technology, and improving the utility of unmanned aerial systems in general. The project team named the aircraft Ikhana a Native American Choctaw word meaning intelligent, conscious, or aware in order to best represent NASA research goals. Building on experience with these and other unmanned aircraft, NASA scientists developed plans to use the Ikhana for a series of missions to map wildfires in the western United States and supply the resulting data to firefighters in near-real time. A team at NASA Ames Research Center, Mountain View, Calif., developed a multispectral scanner that was key to the success of what became known as the Western States Fire Missions. Carried out by team members from NASA, the U.S. Department of Agriculture Forest Service, National Interagency Fire Center, National Oceanic and Atmospheric Administration, Federal Aviation Administration, and General Atomics Aeronautical Systems Inc., these flights represented an historic achievement in the field of unmanned aircraft technology.

From Runway to Orbit: Reflections of a NASA Engineer

Science.gov (United States)

Iliff, Kenneth W.; Peebles, Curtis L.

2004-01-01

In his remarkable memoir Runway to Orbit, Dr. Kenneth W. Iliff - the recently retired Chief Scientist of the NASA Dryden Flight Research Center- tells a highly personal, yet a highly persuasive account of the last forty years of American aeronautical research. His interpretation of events commands respect, because over these years he has played pivotal roles in many of the most important American aeronautics and spaceflight endeavors. Moreover, his narrative covers much of the second half of the first 100 years of flight, a centennial anniversary being celebrated this year. aerospace knowledge. He arrived at the then NASA Flight Research Center in 1962 as a young aeronautical engineer and quickly became involved in two of the seminal projects of modern flight, the X-15 and the lifting bodies. In the process, he pioneered (with Lawrence Taylor) the application of digital computing to the reduction of flight data, arriving at a method known as parameter estimation, now applied the world over. Parameter estimation not only enabled researchers to acquire stability and control derivatives from limited flight data, but in time allowed them to obtain a wide range of aerodynamic effects. Although subsequently involved in dozens of important projects, Dr. Iliff devoted much of his time and energy to hypersonic flight, embodied in the Shuttle orbiter (or as he refers to it, the world s fastest airplane). To him, each Shuttle flight, instrumented to obtain a variety of data, represents a research treasure trove, one that he has mined for years. This book, then, represents the story of Dr. Ken Iliff s passion for flight, his work, and his long and astoundingly productive career. It can be read with profit not just by scientists and engineers, but equally by policy makers, historians, and journalists wishing to better comprehend advancements in flight during the second half of the twentieth century. Dr. Iliff's story is one of immense contributions to the nation s repository of

Remotely Piloted Vehicles for Experimental Flight Control Testing

Science.gov (United States)

Motter, Mark A.; High, James W.

2009-01-01

A successful flight test and training campaign of the NASA Flying Controls Testbed was conducted at Naval Outlying Field, Webster Field, MD during 2008. Both the prop and jet-powered versions of the subscale, remotely piloted testbeds were used to test representative experimental flight controllers. These testbeds were developed by the Subsonic Fixed Wing Project s emphasis on new flight test techniques. The Subsonic Fixed Wing Project is under the Fundamental Aeronautics Program of NASA's Aeronautics Research Mission Directorate (ARMD). The purpose of these testbeds is to quickly and inexpensively evaluate advanced concepts and experimental flight controls, with applications to adaptive control, system identification, novel control effectors, correlation of subscale flight tests with wind tunnel results, and autonomous operations. Flight tests and operator training were conducted during four separate series of tests during April, May, June and August 2008. Experimental controllers were engaged and disengaged during fully autonomous flight in the designated test area. Flaps and landing gear were deployed by commands from the ground control station as unanticipated disturbances. The flight tests were performed NASA personnel with support from the Maritime Unmanned Development and Operations (MUDO) team of the Naval Air Warfare Center, Aircraft Division

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

Science.gov (United States)

Brandon, Jay M.; Morelli, Eugene A.

2012-01-01

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

Integrated controls pay-off. [for flight/propulsion aircraft systems

Science.gov (United States)

Putnam, Terrill W.; Christiansen, Richard S.

1989-01-01

It is shown that the integration of the propulsion and flight control systems for high performance aircraft can help reduce pilot workload while simultaneously increasing overall aircraft performance. Results of the Highly Integrated Digital Electronic Control (HiDEC) flight research program are presented to demonstrate the emerging payoffs of controls integration. Ways in which the performance of fighter aircraft can be improved through the use of propulsion for primary aircraft control are discussed. Research being conducted by NASA with the F-18 High Angle-of Attack Research Vehicle is described.

R and T report: Goddard Space Flight Center

Science.gov (United States)

Soffen, Gerald A. (Editor)

1993-01-01

The 1993 Research and Technology Report for Goddard Space Flight Center is presented. Research covered areas such as (1) flight projects; (2) space sciences including cosmology, high energy, stars and galaxies, and the solar system; (3) earth sciences including process modeling, hydrology/cryology, atmospheres, biosphere, and solid earth; (4) networks, planning, and information systems including support for mission operations, data distribution, advanced software and systems engineering, and planning/scheduling; and (5) engineering and materials including spacecraft systems, material and testing, optics and photonics and robotics.

A Trajectory Generation Approach for Payload Directed Flight

Science.gov (United States)

Ippolito, Corey A.; Yeh, Yoo-Hsiu

2009-01-01

Presently, flight systems designed to perform payload-centric maneuvers require preconstructed procedures and special hand-tuned guidance modes. To enable intelligent maneuvering via strong coupling between the goals of payload-directed flight and the autopilot functions, there exists a need to rethink traditional autopilot design and function. Research into payload directed flight examines sensor and payload-centric autopilot modes, architectures, and algorithms that provide layers of intelligent guidance, navigation and control for flight vehicles to achieve mission goals related to the payload sensors, taking into account various constraints such as the performance limitations of the aircraft, target tracking and estimation, obstacle avoidance, and constraint satisfaction. Payload directed flight requires a methodology for accurate trajectory planning that lets the system anticipate expected return from a suite of onboard sensors. This paper presents an extension to the existing techniques used in the literature to quickly and accurately plan flight trajectories that predict and optimize the expected return of onboard payload sensors.

Microgravity Flight - Accommodating Non-Human Primates

Science.gov (United States)

Dalton, Bonnie P.; Searby, Nancy; Ostrach, Louis

1994-01-01

Spacelab Life Sciences-3 (SLS-3) was scheduled to be the first United States man-tended microgravity flight containing Rhesus monkeys. The goal of this flight as in the five untended Russian COSMOS Bion flights and an earlier American Biosatellite flight, was to understand the biomedical and biological effects of a microgravity environment using the non-human primate as human surrogate. The SLS-3/Rhesus Project and COSMOS Primate-BIOS flights all utilized the rhesus monkey, Macaca mulatta. The ultimate objective of all flights with an animal surrogate has been to evaluate and understand biological mechanisms at both the system and cellular level, thus enabling rational effective countermeasures for future long duration human activity under microgravity conditions and enabling technical application to correction of common human physiological problems within earth's gravity, e.g., muscle strength and reloading, osteoporosis, immune deficiency diseases. Hardware developed for the SLS-3/Rhesus Project was the result of a joint effort with the French Centre National d'Etudes Spatiales (CNES) and the United States National Aeronautics and Space Administration (NASA) extending over the last decade. The flight hardware design and development required implementation of sufficient automation to insure flight crew and animal bio-isolation and maintenance with minimal impact to crew activities. A variety of hardware of varying functional capabilities was developed to support the scientific objectives of the original 22 combined French and American experiments, along with 5 Russian co-investigations, including musculoskeletal, metabolic, and behavioral studies. Unique elements of the Rhesus Research Facility (RRF) included separation of waste for daily delivery of urine and fecal samples for metabolic studies and a psychomotor test system for behavioral studies along with monitored food measurement. As in untended flights, telemetry measurements would allow monitoring of

High-speed civil transport issues and technology program

Science.gov (United States)

Hewett, Marle D.

1992-01-01

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

Futurepath: The Story of Research and Technology at NASA Lewis Research Center. Structures for Flight Propulsion, ARC Sprayed Monotape, National Aero-Space Plane

Science.gov (United States)

1989-01-01

The story of research and technology at NASA Lewis Research Center's Structures Division is presented. The job and designs of the Structures Division needed for flight propulsion is described including structural mechanics, structural dynamics, fatigue, and fracture. The video briefly explains why properties of metals used in structural mechanics need to be tested. Examples of tests and simulations used in structural dynamics (bodies in motion) are briefly described. Destructive and non-destructive fatigue/fracture analysis is also described. The arc sprayed monotape (a composite material) is explained, as are the programs in which monotape plays a roll. Finally, the National Aero-Space Plane (NASP or x-30) is introduced, including the material development and metal matrix as well as how NASP will reduce costs for NASA.

The dynamics of parabolic flight: Flight characteristics and passenger percepts

Science.gov (United States)

Karmali, Faisal; Shelhamer, Mark

2008-09-01

Flying a parabolic trajectory in an aircraft is one of the few ways to create freefall on Earth, which is important for astronaut training and scientific research. Here we review the physics underlying parabolic flight, explain the resulting flight dynamics, and describe several counterintuitive findings, which we corroborate using experimental data. Typically, the aircraft flies parabolic arcs that produce approximately 25 s of freefall (0 g) followed by 40 s of enhanced force (1.8 g), repeated 30-60 times. Although passengers perceive gravity to be zero, in actuality acceleration, and not gravity, has changed, and thus we caution against the terms "microgravity" and "zero gravity." Despite the aircraft trajectory including large (45°) pitch-up and pitch-down attitudes, the occupants experience a net force perpendicular to the floor of the aircraft. This is because the aircraft generates appropriate lift and thrust to produce the desired vertical and longitudinal accelerations, respectively, although we measured moderate (0.2 g) aft-ward accelerations during certain parts of these trajectories. Aircraft pitch rotation (average 3°/s) is barely detectable by the vestibular system, but could influence some physics experiments. Investigators should consider such details in the planning, analysis, and interpretation of parabolic-flight experiments.

Plasma Liner Research for MTF at NASA Marshall Space Flight Center

Science.gov (United States)

Thio, Y. C. F.; Eskridge, R.; Lee, M.; Martin, A.; Smith, J.; Cassibry, J. T.; Wu, S. T.; Kirkpatrick, R. C.; Knapp, C. E.; Turchi, P. J.;

Data Mining Tools Make Flights Safer, More Efficient

Science.gov (United States)

2014-01-01

A small data mining team at Ames Research Center developed a set of algorithms ideal for combing through flight data to find anomalies. Dallas-based Southwest Airlines Co. signed a Space Act Agreement with Ames in 2011 to access the tools, helping the company refine its safety practices, improve its safety reviews, and increase flight efficiencies.

Human factors implications of unmanned aircraft accidents : flight-control problems

Science.gov (United States)

2006-04-01

This research focuses on three types of flight control problems associated with unmanned aircraft systems. The : three flight control problems are: 1) external pilot difficulties with inconsistent mapping of the controls to the : movement of the airc...

Application of variable structure system theory to aircraft flight control. [AV-8A and the Augmentor Wing Jet STOL Research Aircraft

Science.gov (United States)

Calise, A. J.; Kadushin, I.; Kramer, F.

1981-01-01

The current status of research on the application of variable structure system (VSS) theory to design aircraft flight control systems is summarized. Two aircraft types are currently being investigated: the Augmentor Wing Jet STOL Research Aircraft (AWJSRA), and AV-8A Harrier. The AWJSRA design considers automatic control of longitudinal dynamics during the landing phase. The main task for the AWJSRA is to design an automatic landing system that captures and tracks a localizer beam. The control task for the AV-8A is to track velocity commands in a hovering flight configuration. Much effort was devoted to developing computer programs that are needed to carry out VSS design in a multivariable frame work, and in becoming familiar with the dynamics and control problems associated with the aircraft types under investigation. Numerous VSS design schemes were explored, particularly for the AWJSRA. The approaches that appear best suited for these aircraft types are presented. Examples are given of the numerical results currently being generated.

Hovering and Transition Flight Tests of a 1/5-Scale Model of a Jet-Powered Vertical-Attitude VTOL Research Airplane

Science.gov (United States)

Smith, Charles C., Jr.

1961-01-01

An experimental investigation has been made to determine the dynamic stability and control characteristics of a 1/5-scale flying model of a jet-powered vertical-attitude VTOL research airplane in hovering and transition flight. The model was powered with either a hydrogen peroxide rocket motor or a compressed-air jet exhausting through an ejector tube to simulate the turbojet engine of the airplane. The gyroscopic effects of the engine were simulated by a flywheel driven by compressed-air jets. In hovering flight the model was controlled by jet-reaction controls which consisted of a swiveling nozzle on the main jet and a movable nozzle on each wing tip; and in forward flight the model was controlled by elevons and a rudder. If the gyroscopic effects of the jet engine were not represented, the model could be flown satisfactorily in hovering flight without any automatic stabilization devices. When the gyroscopic effects of the jet engine were represented, however, the model could not be controlled without the aid of artificial stabilizing devices because of the gyroscopic coupling of the yawing and pitching motions. The use of pitch and yaw dampers made these motions completely stable and the model could then be controlled very easily. In the transition flight tests, which were performed only with the automatic pitch and yaw dampers operating, it was found that the transition was very easy to perform either with or without the engine gyroscopic effects simulated, although the model had a tendency to fly in a rolled and sideslipped attitude at angles of attack between approximately 25 deg and 45 deg because of static directional instability in this range.

Software Considerations for Subscale Flight Testing of Experimental Control Laws

Science.gov (United States)

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

2009-01-01

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

Computer vision techniques for rotorcraft low-altitude flight

Science.gov (United States)

Sridhar, Banavar; Cheng, Victor H. L.

1988-01-01

A description is given of research that applies techniques from computer vision to automation of rotorcraft navigation. The effort emphasizes the development of a methodology for detecting the ranges to obstacles in the region of interest based on the maximum utilization of passive sensors. The range map derived from the obstacle detection approach can be used as obstacle data for the obstacle avoidance in an automataic guidance system and as advisory display to the pilot. The lack of suitable flight imagery data, however, presents a problem in the verification of concepts for obstacle detection. This problem is being addressed by the development of an adequate flight database and by preprocessing of currently available flight imagery. Some comments are made on future work and how research in this area relates to the guidance of other autonomous vehicles.