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The Office of Flight Operations, Flight Technical Programs Div., at the FAA Headquarters, interfaces with industry, R&D communities and air carriers during the introduction of new types of equipment into operational services. A brief highlight of the need which FAA operations sees for new wind shear and turbulence data sets from the viewpoint of equipment certification and simulation is presented.
A brief outline is given of topics for presentation and discussion at the workshop. As manufacturers and certifiers of transport airplanes and associated on-board systems, an interest in the prevention of wind shear related accidents and incidents is inherent. The near term objectives are to provide the customers technical support in the areas of training as well as to research existing and potentially improved on-board systems. In the future, many improved systems should be implemented. This will require certification as well as further educational activity in the use of these new systems. A set of wind models is needed for design work which characterize a wide variety of real microbursts as measured during the JAWS project. The wind models should be limited in both size and complexity to just those features which degrade aircraft performance.
Automatic flight control systems provide means for significantly enhancing survivability in severe wind hazards. The technology required to produce the necessary control algorithms is available and has been made technically feasible by the advent of digital flight control systems and accurate, low-noise sensors, especially strap-down inertial sensors. The application of this technology and these means has not generally been enabled except for automatic landing systems, and even then the potential has not been fully exploited. To fully exploit the potential of automatic systems for enhancing safety in wind hazards requires providing incentives, creating demand, inspiring competition, education, and eliminating prejudicial disincentitives to overcome the economic penalties associated with the extensive and riskly development and certification of these systems. If these changes will come about at all, it will likely be through changes in the regulations provided by the certifying agencies.
A full scale High Pressure Oxidizer Turbopump (HPOTP) bearing tester has been developed, and an existing test stand modified, to simulate turbopump operating conditions for Space Shuttle Main Engine HPOTP design. Following a description of test facilities and procedures, design certification and calibration tests, and tests at a moderate axial load, are discussed. Results show that a bearing life of about 4500 seconds is comparable to the life experienced in the engine pump at nominal high power level operating conditions, and that although increased coolant flow increased fluid viscous work and bearing loads, a net decrease in bearing temperature was noted. Increased coolant flow is found to improve bearing cooling for marginal conditions, and bearing temperatures are shown to become more sensitive to coolant flow as shaft speed is increased. For the 6.4 lbs/s test conditions, the heat generated in a bearing pair is determined to be about 67 percent viscous work and 33 percent contact friction.
Attention is given to the challenges addressed by NASA in the development of reusable, space-based transportation systems which take advantage of aerobraking to achieve greater performance and overall efficiency. Aerobraking environmental factors associated with achieving higher energy reusable systems are outlined and the need for a coupled utilization of ground test capabilities and computational fluid dynamics (CFD) is demonstrated. It is concluded that the certification of CFD capability to provide the aerodynamic performance and aerothermodynamic environment for an aerobraking orbital transfer vehicle would be of major significance for the design and development of future flight systems.
Development and certification tests have been conducted on the Space Shuttle Main Engine to verify design changes made on the high-pressure turbopumps to expand operating margin at full-power level, increase life, and reduce maintenance requirements. Design changes are summarized and the verification process is described in detail. Methods of testing turbopumps for increased rotor stability, reduced bearing loads, extended bearing and turbine blade life, and reduced turbine operating temperatures are also described. Accomplishments to date in extending both the power level and life of the SSME are summarized.
The effects of incorporating digital technology into the design of aircraft on the airworthiness criteria and certification procedures for aircraft are investigated. FAA research programs aimed at providing data for the functional assessment of aircraft which use digital systems for avionics and flight control functions are discussed. The need to establish testing, assurance assessment, and configuration management technologies to insure the reliability of digital systems is discussed; consideration is given to design verification, system performance/robustness, and validation technology.
This paper examines the fundamental problems and goals associated with test, verification, and flight-certification of man-rated distributed data systems. First, a summary of the characteristics of modern computer systems that affect the testing process is provided. Then, verification requirements are expressed in terms of an overall test philosophy for distributed computer systems. This test philosophy stems from previous experience that was gained with centralized systems (Apollo and the Space Shuttle), and deals directly with the new problems that verification of distributed systems may present. Finally, a description of potential hardware and software tools to help solve these problems is provided.
Results of acoustic tests in a low speed open jet anechoic wind tunnel are presented for a counter rotation Prop-Fan model. The model tested had 5 front and 5 rear rotor blades with swept planform. Noise spectra are presented showing the influence of operating and configuration variables such as: (1) power absorption, (2) tip speed, (3) rotor-rotor spacing, (4) power split between the front and rear blade rows, (5) variation of the RPM ratio between front and rear blade rows, (6) tractor versus pusher (pylon effects), and (7) angle of attack. In addition to model scale results, calculated levels derived from test are presented showing the influence of the above variables on Effective Perceived Noise Level of a 13.1 ft diameter Prop-Fan at a flyover distance of 1500 ft. It was found that the strongest effects are caused by tip speed and power absorption. A significant finding was that there is an optimum operating tip speed for minimum noise for a given power absorption. Effects of other parametric variations are generally small but measurable. In order to minimize noise to meet airplane certification limits, operation at moderate tip speeds and power absorption is shown to be desirable. Accuracy of predicted Effective Perceived Noise Level is shown to be good with the best accuracy in the 590 to 670 ft/sec tip speed range.
The integration process of activities conducted at the NASA Lyndon B. Johnson Space Center (JSC) for the Experimental Assembly of Structures in Extravehicular activity (EASE)/Assembly Concept for Construction of Erectable Space Structures (ACCESS) payload is provided as a subset to the standard payload integration process used by the NASA Space Transportation System (STS) to fly payloads on the Space Shuttle. The EASE/ACCESS payload integration activities are chronologically reviewed beginning with the initiation of the flight manifesting and integration process. The development and documentation of the EASE/ACCESS integration requirements are also discussed along with the implementation of the mission integration activities and the engineering assessments supporting the flight integration process. In addition, the STS management support organizations, the payload safety process leading to the STS 61-B flight certification, and the overall EASE/ACCESS integration schedule are presented.
The reliability of voting was evaluated in a fault-tolerant software system for small output spaces. The effectiveness of the back-to-back testing process was investigated. Version 3.0 of the RSDIMU-ATS, a semi-automated test bed for certification testing of RSDIMU software, was prepared and distributed. Software reliability estimation methods based on non-random sampling are being studied. The investigation of existing fault-tolerance models was continued and formulation of new models was initiated.
An overview of the acceptance software and certification testing procedures is presented.
The helicopter acoustics program at NASA Langley has included technology for elements of noise control ranging from sources of noise to receivers of noise. The scope of Langley contributions for about the last decade is discussed. Specifically, the resolution of two certification noise quantification issues by subjective acoustics research, the development status of the helicopter system noise prediction program ROTONET are reviewed and the highlights from research on blade rotational, broadband, and blade vortex interaction noise sources are presented. Finally, research contributions on helicopter cabin (or interior) noise control are presented. A bibliography of publications from the Langley helicopter acoustics program for the past 10 years is included.
The purpose of the meeting was to transfer significant, ongoing results gained during the first year of the joint NASA/FAA Airborne Wind Shear Program to the technical industry and to pose problems of current concern to the combined group. It also provided a forum for manufacturers to review forward-looking technology concepts and for technologists to gain an understanding of FAA certification requirements and the problems encountered by the manufacturers during the development of airborne equipment.
Guidance is provided for the airworthiness approval of both annunciation only and annunciation with guidance airborne windshear warning systems. Characteristics of a comprehensive certification plan, the criticality of certain system failure cases for windshear warning with and without escape guidance, software based systems, and probability analysis are among the topics covered.
This document establishes the same kinds of standards and controls that are currently in use for the procurement on new analog and digital magnetic tapes. The Magnetic Tape Certification Facility (MTCF) currently maintains a Quality Products List (QPL) for all new analog and digital magnetic tapes purchased by NASA-GSFC. Extensive tests are conducted in the MTCF on an annual basis to determine the manufacturer's tape types to be added to or deleted from the current QPL. The MTCF currently maintains two specifications for magnetic tapes: NASA TM-79724 is used for the QPL and acceptance testing of new analog tapes; and NASA TM-80599 is used for the QPL and acceptance testing of new digital tapes. This specification will be used for the QPL and acceptance testing of new 3480 cartridges. The magnetic tapes used by GSFC, LaRC, ARC/Dryden, WFF, and the Network Tracking Stations are covered by the NASA-GSFC specifications. The 3480 cartridge was introduced approximately 3.5 years ago and is becoming an increasingly attractive alternative to digital magnetic tapes. Many users have already converted to the 3480 system and have more tape drives on order.
The status of the Langley Research Center's metrology program for fiscal year 1987 is presented. The NASA Metrology Information System, which was operational for the entire year, provided the majority of performance data describing work analysis, turnaround time, out-of-tolerance instrument data, and other instrument service data. Calibration system development, equipment replacing and updating, status of last year's planned objectives, and Reference Standard certification requirements are described. The status of the LaRC voltage and resistance measurement assurance program and the agency-wide resistance program are reviewed. Progress on fiscal year 1987 objectives is discussed and fiscal year 1988 objectives are stated.
A brief review is made of the understanding of aircraft encounter of atmospheric turbulence, both from the point of view of describing or modeling the turbulence and with respect to the ability to calculate resulting airplane loads. Some of the more recent studies of gust measurements and of reducing airline gust response data are discussed. Special attention is given to gust analysis requirements as involved in airplane certification and whether there is a need for additional or different requirements. A review is made of a recent study in which amazingly simple and universal gust response equations were discovered; the possible impact of these new findings on future work is indicated.