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NASA NTRS1998

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

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.

Burcham, Frank W., Jr.↗
NASA NTRS1997

Propulsion Flight Research at NASA Dryden From 1967 to 1997

From 1967 to 1997, pioneering propulsion flight research activities have been conceived and conducted at the NASA Dryden Flight Research Center. Many of these programs have been flown jointly with the United States Department of Defense, industry, or the Federal Aviation Administration. Propulsion research has been conducted on the XB-70, F-111 A, F-111E, YF-12, JetStar, B-720, MD-11, F-15, F- 104, Highly Maneuverable Aircraft Technology, F-14, F/A-18, SR-71, and the hypersonic X-15 airplanes. Research studies have included inlet dynamics and control, in-flight thrust computation, integrated propulsion controls, inlet and boattail drag, wind tunnel-to-flight comparisons, digital engine controls, advanced engine control optimization algorithms, acoustics, antimisting kerosene, in-flight lift and drag, throttle response criteria, and thrust-vectoring vanes. A computer-controlled thrust system has been developed to land the F-15 and MD-11 airplanes without using any of the normal flight controls. An F-15 airplane has flown tests of axisymmetric thrust-vectoring nozzles. A linear aerospike rocket experiment has been developed and tested on the SR-71 airplane. This paper discusses some of the more unique flight programs, the results, lessons learned, and their impact on current technology.

Burcham, Frank W., Jr.↗
NASA NTRS1958

Flight Investigation of a Normal-Acceleration Automatic Longitudinal Control System in a Fighter Airplane

A flight investigation was made to obtain experimental information on the handling qualities of a normal-acceleration type of automatic longitudinal control system. The control system was installed in a subsonic fighter-type airplane. In hands-off (stick-free) flight the normal-acceleration control system attempted to regulate the normal acceleration to a constant value which is dependent on the automatic-control-system trim setting. In maneuvering flight a given pilot's stick deflection produced a proportional change in normal acceleration, the change in acceleration being independent of flight condition. A small side-located controller stick was used by the pilot to introduce signals into the automatic control system. In the flight program emphasis was placed on the acceleration-limiting capabilities of the control system. The handling qualities were investigated in maneuvers such as slow and rapid pull-ups and turns and also in flight operations such as cruising, stalls, landings, aerobatics, and air-to-air tracking. Good acceleration limiting was obtained with the normal-acceleration control system by limiting the magnitude of the input signal that the pilot could introduce into the control system. The same values of control-system gain settings could be used from an acceleration-limiting stand-point at both 10,000 and 30,000 feet for the complete speed range of the airplane. The response characteristics of the airplane-control system combination were also satisfactory at both high and low altitude with these same values of control-system gain setting. In the pilot's opinion, the normal-acceleration control system provided good stability and control characteristics in flight operations such as cruising, stalls, landings, aerobatics, and air-to-air tracking.

Sjoberg, S. A.↗
NASA NTRS1998

Experimental flight test vibration measurements and nondestructive inspection on a USCG HC-130H aircraft

This paper presents results of experimental flight test vibration measurements and structural inspections performed by the Federal Aviation Administration's Airworthiness Assurance NDI Validation Center (AANC) at Sandia National Laboratories and the US Coast Guard Aircraft Repair and Supply Center (ARSC). Structural and aerodynamic changes induced by mounting a Forward Looking Infrared (FLIR) system on a USCG HC-130H aircraft are described. The FLIR adversely affected the air flow characteristics and structural vibration on the external skin of the aircraft's right main wheel well fairing. Upon initial discovery of skin cracking and visual observation of skin vibration in flight by the FLIR, a baseline flight without the FLIR was conducted and compared to other measurements with the FLIR installed. Nondestructive inspection procedures were developed to detect cracks in the skin and supporting structural elements and document the initial structural condition of the aircraft. Inspection results and flight test vibration data revealed that the FLIR created higher than expected flight loading and was the possible source of the skin cracking. The Coast Guard performed significant structural repair and enhancement on this aircraft, and additional in-flight vibration measurements were collected on the strengthened area both with and without the FLIR installed. After three months of further operational FLIR usage, the new aircraft skin with the enhanced structural modification was reinspected and found to be free of flaws. Additional US Coast Guard HC-130H aircraft are now being similarly modified to accommodate this FLIR system. Measurements of in- flight vibration levels with and without the FLIR installed, and both before and after the structural enhancement and repair were conducted on the skin and supporting structure in the aircraft's right main wheel fairing. Inspection results and techniques developed to verify the aircraft's structural integrity are discussed.

US COAST GUARD↗
NASA NTRS1999

Flight Dynamics Analysis Branch End of Fiscal Year 1999 Report

This document summarizes the major activities and accomplishments carried out by the Goddard Space Flight Center (GSFC)'s Flight Dynamics Analysis Branch (FDAB), Code 572, in support of flight projects and technology development initiatives in Fiscal Year (FY) 1999. The document is intended to serve as both an introduction to the type of support carried out by the FDAB (Flight Dynamics Analysis Branch), as well as a concise reference summarizing key analysis results and mission experience derived from the various mission support roles assumed over the past year. The major accomplishments in the FDAB in FY99 were: 1) Provided flight dynamics support to the Lunar Prospector and TRIANA missions among a variety of spacecraft missions; 2) Sponsored the Flight Mechanics Symposium; 3) Supported the Consultative Committee for Space Data Systems (CCSDS) workshops; 4) Performed numerous analyses and studies for future missions; 5) Started the Flight Dynamics Analysis Branch Lab for in-house mission analysis and support; and 6) Complied with all requirements in support of GSFC IS09000 certification.

Stengle, Thomas↗
NASA NTRS1997

Rat Gestation During Space Flight: Outcomes for Dams and Their Offspring Born After Return to Earth

Sprague-Dawley rats were studied to learn whether gestation in the near-zero gravity, high radiation environment of space impacts selected mammalian postnatal events. Ten rats spent days nine to twenty of pregnancy aboard the space shuttle orbiter Atlantis (STS-66). Their movement was studied shortly after return to Earth; subsequently, several of their offspring were cross-fostered and examined through postnatal day 81 (P81) for whole body growth and somatic motor development. Values for the flight animals were compared to ground-based control groups. Relative to controls, the pregnant flight rats showed a marked paucity of locomotion during the first few hours after returning to Earth. There was greater likelihood of perinatal morbidity for the offspring of flight dams when compared to the control groups. Whole body weight of surviving offspring, averaged for each group separately, showed typical sigmoidal growth curves when plotted against postnatal age. The flight group for our study had a larger ratio of female to male pups, and that was sufficient to account for the lower average daily weight gained by the flight animals when compared to the control groups. Walking was universally achieved by P13 and preceded eye opening, which was complete in all pups by P17. Thus, both of these developmental horizons were attained on schedule in the flight as well as the control rats. Characteristic changes were observed in hind limb step length and gait width as the pups grew. These patterns occurred at the same time in each group of rats. Therefore, prenatal space flight from days nine to twenty of gestation did not interfere with the establishment of normal patterns for hind paw placement during walking.

Wong, Andre M.↗
NASA NTRS2000

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

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

Choi, Michael K.↗
NASA NTRS1999

Orthostatic Intolerance and Motion Sickness After Parabolic Flight

Orthostatic intolerance is common in astronauts after prolonged space flight. However, the "push-pull effect" in military aviators suggests that brief exposures to transitions between hypo- and hypergravity are sufficient to induce untoward autonomic cardiovascular physiology in susceptible individuals. We therefore investigated orthostatic tolerance and autonomic cardiovascular function in 16 healthy test subjects before and after a seated 2-hr parabolic flight. At the same time, we also investigated relationships between parabolic flight-induced vomiting and changes in orthostatic and autonomic cardiovascular function. After parabolic flight, 8 of 16 subjects could not tolerate a 30-min upright tilt test, compared to 2 of 16 before flight. Whereas new intolerance in non-Vomiters resembled the clinical postural tachycardia syndrome (POTS), new intolerance in Vomiters was characterized by comparatively isolated upright hypocapnia and cerebral vasoconstriction. As a group, Vomiters also had evidence for increased postflight fluctuations in efferent vagal-cardiac nerve traffic occurring independently of any superimposed change in respiration. Results suggest that syndromes of orthostatic intolerance resembling those occurring after space flight can occur after a brief (i.e., 2-hr) parabolic flight.

Schlegel, Todd T.↗
NASA NTRS2001

SHARP-B2: Flight Test Objectives, Project Implementation and Initial Results

On September 28, 2000 the SHARP-B2 flight experiment was launched from Vandenberg Air Force Base, California. SHARP-B2 is the 2nd Ballistic flight test in the SHARP (Slender Hypervelocity Aerothermodynamic Research Probes) program which develops and tests new thermal protection materials and sharp body concepts. The flight tested Ultra-High Temperature Ceramics (UHTCs), which may radically change the design and performance of future aerospace vehicles. The new designs may overturn an age-old tenet of aerodynamics: that blunt-body aerospace vehicles, but not those with sharp leading edges, can survive the searing temperatures created as the vehicles tear through the atmosphere. Sharp leading edges offer numerous advantages over the blunt-body design currently in use. They could allow a space shuttle or crew return vehicle to maneuver in space more like an airplane and potentially allow astronauts to return to Earth from anywhere on orbit. They may allow improved astronaut safety by decreasing the risk of aborting into the ocean. They may reduce the electromagnetic interference that causes the communications blackouts that plague reentering blunt-body space vehicles. Reducing the amount of drag could lead to a reduction in propulsion requirements. Planetary probes could make use of sharp-body technology for aerobraking and to maximize their maneuvering capability. SHARP-B2 was a joint effort among NASA Ames, Sandia National Laboratories, the U.S. Air Force and the U.S. Army. It was funded by the Pathfinder Program at NASA's Marshall Space Flight Center. The SHARP-B2 payload was carried aboard a U.S. Air Force Minuteman III missile carrying a modified Mk 12A reentry vehicle (RV), which blasted off from Vandenberg Air Force Base near Lompoc, CA, at 3:01 a.m. PDT on Sept. 28. The RV was equipped with four 5. 1 inch-long strakes, or sharp leading edges. Each strake contained three UHTCs: ZrB2/SiC/C; ZrB2/SiC; and HfB2/SiC. Once it reached an altitude of about 400 nautical miles, the RV was released, returning through Earth's atmosphere at speeds exceeding Mach 22. One pair of strakes was designed to retract just before reaching temperatures high enough to cause the material to begin ablating. The other pair was designed to retract shortly after ablation began, at an expected temperature of nearly 5,100 degrees Fahrenheit. Sensors in the strakes measured how closely performance matched pre-flight calculations, and data was successfully collected throughout the 23-minute flight. A parachute was deployed (but not fully inflated) and the RV splashed down in a lagoon at the Kwajalein missile range in the Pacific Ocean. Within 3 hours radar track analysis showed ocean entry to be precisely at the latitude/longitude coordinates estimated during pre-flight simulation. An hour later a ship was deployed by the Army to recover the reentry vehicle, which was recovered in 165 feet of water, just 500 feet from its planned splash-down point. This is the first RV recovery in over a decade.

Salute, Joan↗
NASA NTRS2001

Analysis of Measured and Predicted Acoustics From an XV-15 Flight Test

Flight acoustic and vehicle state data from an XV-15 acoustic flight test are examined. Flight predictions using TiltRotor Aeroacoustic Code (TRAC) are performed for a level flight (repeated) and four descent conditions (including a blade vortex interaction (BVI)). The assumptions and procedures used for TRAC flight predictions as well as the variability in flight measurements, which are used for input and comparison to predictions, are investigated in detail. Differences were found in the measured vehicle airspeed, altitude, glideslope, and vehicle orientation (yaw, pitch, and roll angle) between each of the repeat runs. These differences violate some of the prediction assumptions and significantly impacted the resulting acoustic predictions. Multiple acoustic pulses, with a variable time between the pulses, were found in the measured acoustic time histories for the repeat runs. These differences could be attributed in part to the variability in vehicle orientation. Acoustic predictions that used the measured vehicle orientation for the repeat runs captured this multiple pulse variability. Thickness noise was found to be dominant on approach for all the cases, except the BVI condition. After the aircraft passed overhead, broadband noise and low frequency loading noise were dominant. The predicted LowSPL time histories compared well with measurement on approach to the array for the non-BVI conditions and poorly for the BVI condition. Accurate prediction of the lift share between the rotor and fuselage must be known in order to improve predictions. At a minimum, measurements of the rotor thrust and tip-path-plane angle are critical to further develop accurate flight acoustic prediction capabilities.

Boyd, D. Douglas, Jr.↗
NASA NTRS2001

Aeroservoelastic Uncertainty Model Identification from Flight Data

Uncertainty modeling is a critical element in the estimation of robust stability margins for stability boundary prediction and robust flight control system development. There has been a serious deficiency to date in aeroservoelastic data analysis with attention to uncertainty modeling. Uncertainty can be estimated from flight data using both parametric and nonparametric identification techniques. The model validation problem addressed in this paper is to identify aeroservoelastic models with associated uncertainty structures from a limited amount of controlled excitation inputs over an extensive flight envelope. The challenge to this problem is to update analytical models from flight data estimates while also deriving non-conservative uncertainty descriptions consistent with the flight data. Multisine control surface command inputs and control system feedbacks are used as signals in a wavelet-based modal parameter estimation procedure for model updates. Transfer function estimates are incorporated in a robust minimax estimation scheme to get input-output parameters and error bounds consistent with the data and model structure. Uncertainty estimates derived from the data in this manner provide an appropriate and relevant representation for model development and robust stability analysis. This model-plus-uncertainty identification procedure is applied to aeroservoelastic flight data from the NASA Dryden Flight Research Center F-18 Systems Research Aircraft.

Brenner, Martin J.↗
NASA NTRS2002

STS-105 Mission Highlights Resource Tape: Flight Days 4-6

A continuation of 'STS-105 Mission Highlights Resource Tape: Flight Days 1-3' (internal ID 2002046550), this video shows footage from flight days four through six of the STS-105 mission. Commander Scott Horowitz helps Mission Specialist Pat Forrester maneuver the Space Shuttle's robotic arm as it grapples the Multipurpose Logistics Module (MPLM) from Discovery's payload bay to the International Space Station (ISS). The three crews, STS-105 (Commander Horowitz, Pilot Fred Sturckow, and Mission Specialists Dan Barry and Forrester), Expedition 2 (Commander Yuriy Usachev and Flight Engineers James Voss and Susan Helms), and Expedition 3 (Commander Frank Culbertson, Jr. and Flight Engineers Mikhail Turin and Vladimir Dezhurov), are seen during unloading operations as they transfer equipment from the MPLM to the ISS. Forrester and Barry check their equipment and suits for the next day's spacewalks. The E2 crew shows the E3 crew around ISS. The crescent moon and the end of a sunset are seen from space. For activities from flight days 7-13, see 'STS-105 Mission Highlights Resource Tape: Flight Days 7-9' (internal ID 2002046552) and 'STS-105 Mission Highlights Resource Tape: Flight Days 10-13' (internal ID 2002046551).

Source record↗
NASA NTRS2002

STS-105 Mission Highlights Resource Tape: Flight Days 7-9

A continuation of 'STS-105 Mission Highlights Resource Tape: Flight Days 1-3' (internal ID 2002046550) and 'STS-105 Mission Highlights Resource Tape: Flight Days 4-6' (internal ID 2002046549), this video shows footage from flight days seven through nine of the STS-105 mission. Mission Specialists Dan Barry and Pat Forrester are seen preparing for and performing their spacewalks, where they install an Early Ammonia Servicer on the International Space Station (ISS). The Expedition 2 crew (Commander Yuriy Usachev and Flight Engineers James Voss and Susan Helms) hands control of the ISS over to the Expedition 3 crew (Commander Frank Culbertson, Jr. and Flight Engineers Mikhail Turin and Vladimir Dezhurov) in a short ceremony. Barry and Forrester return to space the next day for another spacewalk to install handrails and heater cables. Hawaii is seen from space as ISS passes over, and the smoke from forest fires in Oregon and Idaho is shown. For footage from flight days 10-13, see 'STS-105 Mission Highlights Resource Tape: Flight Days 10-13' (internal ID 2002049551).

Source record↗
NASA NTRS2002

Results of the 2001 JPL Balloon Flight Solar Cell Calibration Program

The 2001 solar cell calibration balloon flight campaign consisted of two flights, which occurred on June 26, 2001, and July 4, 2001. Fifty-nine modules were carried to an altitude of approximately 120,000 ft (36.6 km). Full I-V curves were measured on nineteen of these modules, and output at a fixed load was measured on thirty-two modules (forty-six cells), with some modules repeated on the second flight. Nine modules were flown for temperature measurement only. The data from the fixed load cells on the first flight was not usable. The temperature dependence of the first-flight data was erratic and we were unable to find a way to extract accurate calibration values. The I-V data from the first flight was good, however, and all data from the second flight was also good. The data was corrected to 28 C and to 1 AU (1.496 x 10(exp 8)km). The calibrated cells have been returned to their owners and can now be used as reference standards in simulator testing of cells and arrays.

Anspaugh, B. E.↗
NASA NTRS2002

Ground and Flight Test Structural Excitation Using Piezoelectric Actuators

A flight flutter experiment at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center, Edwards, California, used an 18-inch half-span composite model called the Aerostructures Test Wing (ATW). The ATW was mounted on a centerline flight test fixture on the NASA F-15B and used distributed piezoelectric strain actuators for in-flight structural excitation. The main focus of this paper is to investigate the performance of the piezoelectric actuators and test their ability to excite the first-bending and first-torsion modes of the ATW on the ground and in-flight. On the ground, wing response resulting from piezoelectric and impact excitation was recorded and compared. The comparison shows less than a 1-percent difference in modal frequency and a 3-percent increase in damping. A comparison of in-flight response resulting from piezoelectric excitation and atmospheric turbulence shows that the piezoelectric excitation consistently created an increased response in the wing throughout the flight envelope tested. The data also showed that to obtain a good correlation between the piezoelectric input and the wing accelerometer response, the input had to be nearly 3.5 times greater than the turbulence excitation on the wing.

Voracek, David F.↗
NASA NTRS2002

STS-109 Mission Highlights Resource Tape: Flight Days 8 - 12 - Part 4 of 4

This video, Part 4 of 4, shows footage of crew activities from flight days 8 through 12 of STS-109. The crew included: Scott Altman, Commander; Duane Carey, Pilot; John Grunsfeld, Payload Commander; Nancy Currie, Richard Linnehan, James Newman, Michael Massimino, Mission Speicalists. The activities from other flights days can be seen on 'STS-109 Mission Highlights Resource Tape' Part 1 of 4 (internal ID 2002139471), 'STS-109 Mission Highlights Resource Tape' Part 2 of 4 (internal ID 2002137664), and 'STS-109 Mission Highlights Resource Tape' Part 3 of 4 (internal ID 2002139476). The primary activity on flight day 8 was an EVA (extravehicular activity) by Grunsfeld and Linnehan to install a cryocooler and radiator for the NICMOS (Near Infrared Camera and Multi-Object Spectrometer) on the HST (Hubble Space Telescope). Before returning to Columbia's airlock, the astronauts, with a cloudy background, hold onto the orbiter and offer their thoughts on the significance of their mission, the HST, and spaceflight. Footage from flight day 9 includes the grappling, unbearthing, and deployment of the HST from Columbia, and the crew coordinating and videotaping Columbia's departure. Flight day 10 was a relatively inactive day, and flight day 11 includes a checkout of Columbia's aerodynamic surfaces. Columbia landed on flight day 12, which is covered by footage of the crew members speaking during reentry, and their night landing, primarily shown through the orbiter's head-up display. The video includes numerous views of the HST, as well as views of the the Galapagos Islands, Madagascar, and Southern Africa with parts of the Atlantic, Indian, and Pacific Oceans, and part of the coast of Chile. The pistol grip space tool is shown in use, and the crew answers two messages from the public, including a message to Massimino from the Fire Department of New York.

Source record↗
NASA NTRS2002

Solar Flight on Mars and Venus

Solar powered aircraft are of interest for exploring both Mars and Venus. The thin atmosphere of Mars presents a difficult environment for flying. It is clear that a new approach is needed. By making a totally solar airplane, we can eliminate many of the heavy components, and make an airplane that can fly without fuel. Using high efficiency solar cells, we can succeed with an airplane design that can fly for up to 6 hours in near-equatorial regions of Mars (4 hours of level flight, plus two hours of slow descent), and potentially fly for many days in the polar regions. By designing an airplane for a single day flight. In particular, this change means that we no longer have to cope with the weight of the energy storage system that made previous solar powered airplanes for Mars impractical). The new airplane concept is designed to fly only under the optimal conditions: near equatorial flight, at the subsolar point, near noon. We baseline an 8 kg airplane, with 2 kg margin. Science instruments will be selected with the primary criterion of low mass. Solar-powered aircraft are also quite interesting for the exploration of Venus. Venus provides several advantages for flying a solar-powered aircraft. At the top of the cloud level, the solar intensity is comparable to or greater than terrestrial solar intensities. The atmospheric pressure makes flight much easier than on planets such as Mars. The atmospheric pressure on Venus is presented. From an altitude of approximately 45 km (pressure = 2 bar), to approximately 60 km (pressure = 0.2 bar), terrestrial airplane experience can be easily applied to a Venus airplane design. At these flight altitudes, the temperature varies from 80 C at 45 km, decreasing to -35 C at 60 km. Also, the slow rotation of Venus allows an airplane to be designed for flight within continuous sunlight, eliminating the need for energy storage for nighttime flight. These factors make Venus a prime choice for a long-duration solar-powered aircraft. Fleets of solar-powered aircraft could provide an architecture for efficient and low-cost comprehensive coverage for a variety of scientific missions. Exploratory planetary mapping and atmospheric sampling can lead to a greater understanding of the greenhouse effect not only on Venus but on Earth as well.

Landis, Geoffrey A.↗
NASA NTRS2003

Challenges in Rotorcraft Acoustic Flight Prediction and Validation

Challenges associated with rotorcraft acoustic flight prediction and validation are examined. First, an outline of a state-of-the-art rotorcraft aeroacoustic prediction methodology is presented. Components including rotorcraft aeromechanics, high resolution reconstruction, and rotorcraft acoustic prediction arc discussed. Next, to illustrate challenges and issues involved, a case study is presented in which an analysis of flight data from a specific XV-15 tiltrotor acoustic flight test is discussed in detail. Issues related to validation of methodologies using flight test data are discussed. Primary flight parameters such as velocity, altitude, and attitude are discussed and compared for repeated flight conditions. Other measured steady state flight conditions are examined for consistency and steadiness. A representative example prediction is presented and suggestions are made for future research.

Boyd, D. Douglas, Jr.↗