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At least 235 records · Page 13
All sourcesNASA NTRSDOE OSTI
NASA NTRS2021

Best Practices Identified Through the Completion of UAS Flight Demonstrations

After several years of research into Detect and Avoid (DAA) and Command and Control (C2) systems for Unmanned Aircraft Systems (UAS), the National Aeronautics and Space Administration’s (NASA) UAS Integration into the National Airspace System project initiated a focused two-year effort along with the Federal Aviation Administration (FAA) and three industry partners to investigate remaining issues in the specification, test, certification and airspace integration to allow UAS operations in non-segregated airspace. The approach taken had the industry partners propose a flight demonstration approximating a commercial operation, while NASA helped, as needed, the partners through design and test phases and NASA observed interactions with the FAA. During this effort NASA collected best practices intended to be of value to similar UAS endeavors. These best practices can be divided into different sets, including practices that describe the relationship between business considerations to UAS design or describe several UAS development challenges. Another set includes best practices focused on navigating the UAS design and type certification processes. A third set includes best practices that relate to the design of the DAA system. Deploying DAA systems in this timeframe posed unique challenges. Commercial off-the-shelf DAA systems do not exist, necessitating custom development and, for two of the partners, the use of low-size, -weight, and -power (SWaP) sensors not completely specified for DAA. A fourth set of best practices relates to lost-link contingency planning. The final set of best practices relates to the design and testing of C2 systems and obtaining spectrum licenses. The UAS demonstrations were piloted remotely, and for all aspects of flight safety, a C2 system was required to communicate DAA and other UAS subsystem data to the remote pilot and to allow the pilot to issue commands to the vehicle. Throughout the course of this effort, the partners integrated prototype DAA and C2 systems into unmanned aircraft, tested those systems, and laid the groundwork for type certification programs that are expected to continue.

NASA↗
NASA NTRS2012

SOFIA: Flying the Telescope

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

Asher, Troy A.↗
NASA NTRS2003

Investigation Leads to Improved Understanding of Space Shuttle RSRM Internal Insulation Joints

The Space Shuttle Reusable Solid Rocket Motor (RSRM) uses an internal insulation J-joint design for the mated insulation interface between two assembled RSRM segments. In this assembled (mated) segment configuration, this J-joint design serves as a thermal barrier to prevent hot gases from affecting the case field joint metal surfaces and O-rings. A pressure sensitive adhesive (PSA) provides some adhesion between the two mated insulation surfaces. In 1995, after extensive testing, a new ODC-free PSA (free of ozone depleting chemicals) was selected for flight on RSRM-55 (STS-78). Post-flight inspection revealed that the J-joint, equipped with the new ODC-free PSA, did not perform well. Hot gas seeped inside the J-joint interface. Although not a flight safety threat, the J-joint hot gas intrusion on RSRM-55 was a mystery to the investigators since the PSA had previously worked well on a full-scale static test. A team was assembled to study the J-joint and PSA further. All J-joint design parameters, measured data, and historical performance data were re-reviewed and evaluated by subscale testing and analysis. Although both the ODC-free and old PSA were weakened by humidity, the ODC-free PSA strength was lower to start with. Another RSRM full-scale static test was conducted in 1998 and intentionally duplicated the gas intrusion. This test, along with many concurring tests, showed that if a J-joint was 1) mated with the new ODC-free PSA, 2) exposed to a history of high humidity (Kennedy Space Center levels), and 3) also a joint which experienced significant but normal joint motion (J-joint deformation resulting from motor pressurization dynamics) then that J-joint would open (allow gas intrusion) during motor operation. When all of the data from the analyses, subscale tests, and full-scale tests were considered together, a theory emerged. Most of the joint motion on the RSRM occurs early in motor operation at which point the J-joints are pulled into tension. If the new PSA has been weakened due to humidity, then the J-joint will partially pull apart (inboard side), and the J-joint surfaces will be charred by exposure to hot gases. After early operation, a J-joint that has been pulled apart will come back together as the J-joint deformation decreases. This J-joint heating event is relatively short and occurs only during the first part of motor operation. Internal instrumentation was developed for another full-scale static test in February 2000. The static test instrumentation did indeed prove this theory to be correct. Post-test inspection revealed very similar charring characteristics as observed on RSRM-55. This experience of the development of a new PSA, its testing, the RSRM-55 flight, followed by the J-joint investigation led to good 'lessons learned' and to an additional fundamental understanding of the RSRM J-joint function.

McWhorter, Bruce B.↗
NASA NTRS1968

Research in the Restricted Problems of Three and Four Bodies Final Scientific Report

Seven studies have been conducted on research in the existence and nature of solutions of the restricted problems of three and four bodies. The details and results of five of these research investigations have already been published, and the latest two studies will be published shortly. A complete bibliography of publications is included in this report. This research has been primarily qualitative and has yielded new information on the behavior of trajectories near the libration points in the Earth-Moon-Sun and Sun-Jupiter-Saturn systems, and on the existence of periodic trajectories about the libration points of the circular and elliptical restricted four-body models. We have also implemented Birkhoff's normalization process for conservative and nonconservative Hamiltonian systems with equilibrium points. This makes available a technique for analyzing stability properties of certain nonlinear dynamical systems, and we have applied this technique to the circular and elliptical restricted three-body models. A related study was also conducted to determine the feasibility of using cislunar periodic trajectories for various space missions. Preliminary results suggest that this concept is attractive for space flight safety operations in cislunar space. Results of this research will be of interest to mathematicians, particularly those working in ordinary differential equations, dynamical systems and celestial mechanics; to astronomers; and to space guidance and mission analysts.

Richards, Paul B.↗
NASA NTRS1970

Reliability Analysis Model

RAM program determines probability of success for one or more given objectives in any complex system. Program includes failure mode and effects, criticality and reliability analyses, and some aspects of operations, safety, flight technology, systems design engineering, and configuration analyses.

Source record↗
NASA NTRS1972

Apollo/Saturn 5 consolidated instrumentation plan for AS-511 (Apollo 16)

The consolidated instrumentation plan, for employing optical and electronic data acquisition systems to monitor the performance and trajectory of Apollo Saturn 5 vehicle 511 during the launch phase of the mission (prelaunch, liftoff to insertion), is presented. Telemetry, optical, and electronic tracking equipment on board the vehicle and data acquisition systems monitoring the flight are discussed. Flight safety instrumentation, vehicle data transmission systems, and geophysical instrumentation are also described.

Clark, D. E.↗
NASA NTRS1972

Skylab consolidated instrumentation plan for SL-1/SL-2

The consolidated instrumentation plan is presented for employing optical and electronic data acquisition systems to monitor the performance and trajectory of Skylab 1 and Skylab 2 vehicles during the launch phase. Telemetry, optical, and electronic tracking equipment on board the vehicles, and data acquisition systems monitoring the flights are discussed. Flight safety instrumentation, vehicle data transmission systems, and instrumentation geography are also described.

Clark, D. E.↗
NASA NTRS1972

Broadcast control of air traffic

The development of a system of broadcast control for improved flight safety and air traffic control is discussed. The system provides a balance of equality between improved cockpit guidance and control capability and ground control in order to provide the pilot with a greater degree of participation. The manner in which the system is operated and the equipment required for safe operation are examined.

Litchford, G. B.↗
NASA NTRS1973

Studies for determining rapid thrust response requirements and techniques for use in a long range transport aircraft

Propulsion systems proposed for the next generation of long-range transport aircraft will utilize advanced technology to reduce the noise to levels that will be inoffensive to the community. Additional reductions can be realized by adopting steeper glide slopes during the landing approach. The aircraft dynamic characteristics and methods of obtaining rapid engine response during the go-around maneuver from an aborted landing approach are identified and discussed. The study concludes that the present levels of flight safety will not be compromised by the steeper approach.

Newirth, D. M.↗
NASA NTRS1974

NASA aeronautics

A fact sheet depicting the NASA programs involving aircraft development and aeronautics is presented. The fact sheet consists of artist concepts of the various aircraft which represent specific programs. Among the subjects discussed in the concise explanatory notes are: (1) the YF-12 aircraft, (2) hypersonic drag tests in wind tunnels, (3) augmentor wing concepts, (4) rotary wing development, (5) fly-by-wire aircraft control, (6) supercritical wings, (7) the quiet engine program for noise and emission abatement, (8) flight capabilities of lifting bodies, (9) tilt rotor concepts for improved helicopter performance, and (10) flight safety improvements for general aviation aircraft.

Source record↗
NASA NTRS1975

General aviation's future need for research

The research requirements for general aviation aircraft are presented. Emphasis is placed on improving the performance of airfoils, propellers, and engines. Additional requirements are expressed with respect to external noise reduction, internal noise reduction, and exhaust emission control. The requirement for anti-icing developments to create improved flight safety is discussed.

Harned, M.↗
NASA NTRS1976

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

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

Source record↗
NASA NTRS1976

Reconfigurable redundancy management for aircraft flight control

A highly fault tolerant digital computer system has been configured based on extensive experience with flight proven, redundant digital flight control systems. The feasibility of minimizing hardware complexity is shown while maintaining high levels of fault tolerance. The emerging hardware design combines reconfiguration concepts with conventional hardware redundancy techniques and special operational software to provide dual fail operate performance with a basic triplex system. The design provides high reliability and flight safety, enhances maintainability, and reduces life cycle cost while offering improved performance for future aircraft.

Bosch, J. A.↗
NASA NTRS1977

NDE: A key to engine rotor life prediction

A key ingredient in the establishment of safe life times for critical components is the means of reliably detecting flaws which may potentially exist. Currently used nondestructive evaluation procedures are successful in detecting life limiting defects; however, the development of automated and computer aided NDE technology permits even greater assurance of flight safety.

Doherty, J. E.↗
NASA NTRS1978

Lightweight helmet-mounted eye movement measurement system

The helmet-mounted eye movement measuring system, weighs 1,530 grams; the weight of the present aviators' helmet in standard form with the visor is 1,545 grams. The optical head is standard NAC Eye-Mark. This optical head was mounted on a magnesium yoke which in turn was attached to a slide cam mounted on the flight helmet. The slide cam allows one to adjust the eye-to-optics system distance quite easily and to secure it so that the system will remain in calibration. The design of the yoke and slide cam is such that the subject can, in an emergency, move the optical head forward and upward to the stowed and locked position atop the helmet. This feature was necessary for flight safety. The television camera that is used in the system is a solid state General Electric TN-2000 with a charged induced device imager used as the vidicon.

Barnes, J. A.↗
NASA NTRS1979

Technology for future air transports

The requirements and opportunities for technological development in transport aircraft of the next generation are reviewed, focusing primarily on conventional, subsonic aircraft. Advances in computational aerodynamics and computer-aided design and manufacturing (in numerically controlled processes) are noted as well as improved wind tunnel testing and drag reduction techniques. Advances in aeroelasticity prediction have made it possible to use flexible, high-aspect-ratio wings without large weight penalties. Weight reduction may be achieved by the use of composite aircraft structures and superplastic forming combined with diffusion bonding, however composites require improvement in manufacturing techniques and mechanical properties in order to gain general acceptance. Propulsion systems can be improved in engine fuel efficiency, control, durability, environmental compatibility (exhaust and noise emissions), and fuel specifications. In avionics, due to the growth of low-cost, miniaturized packages, opportunities exist in the fields of digital controls, navigation, guidance and communication. Applications of new technologies to various aspects of flight safety are also outlined.

Klineberg, J. M.↗