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NASA NTRS2011

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

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

Littell, Justin D.↗
NASA NTRS2011

Evaluation of Cable Harness Post-Installation Testing

The Cable Harness Post-Installation Testing Report was written in response to an action issued by the Ares Project Control Board (PCB). The action for the Ares I Avionics & Software Chief Engineer and the Avionics Integration and Vehicle Systems Test Work Breakdown Structure (WBS) Manager in the Vehicle Integration Office was to develop a set of guidelines for electrical cable harnesses. Research showed that post-installation tests have been done since the Apollo era. For Ares I-X, the requirement for post-installation testing was removed to make it consistent with the avionics processes used on the Atlas V expendable launch vehicle. Further research for the report involved surveying government and private sector launch vehicle developers, military and commercial aircraft, spacecraft developers, and harness vendors. Responses indicated crewed launch vehicles and military aircraft perform post-installation tests. Key findings in the report were as follows: Test requirements identify damage, human-rated vehicles should be tested despite the identification of statistically few failures, data does not support the claim that post-installation testing damages the harness insulation system, and proper planning can reduce overhead associated with testing. The primary recommendation of the report is for the Ares projects to retain the practice of post-fabrication and post-installation cable harness testing.

King, M. S.↗
NASA NTRS2005

Integrated Structural Analysis and Test Program

An integrated structural-analysis and structure-testing computer program is being developed in order to: Automate repetitive processes in testing and analysis; Accelerate pre-test analysis; Accelerate reporting of tests; Facilitate planning of tests; Improve execution of tests; Create a vibration, acoustics, and shock test database; and Integrate analysis and test data. The software package includes modules pertaining to sinusoidal and random vibration, shock and time replication, acoustics, base-driven modal survey, and mass properties and static/dynamic balance. The program is commanded by use of ActiveX controls. There is minimal need to generate command lines. Analysis or test files are selected by opening a Windows Explorer display. After selecting the desired input file, the program goes to a so-called analysis data process or test data process, depending on the type of input data. The status of the process is given by a Windows status bar, and when processing is complete, the data are reported in graphical, tubular, and matrix form.

Kaufman, Daniel↗
NASA NTRS2005

Apparatus for Testing Flat Specimens of Thermal Insulation

An apparatus has been developed to implement an improved method of testing flat-plate specimens of thermal-insulation materials for cryogenic application. The method includes testing under realistic use conditions that could include vacuum and mechanical loading at a pressure up to 70 psi (=0.48 MPa). The apparatus can accommodate a rigid or flexible specimen having thickness up to 1.25 in. (=3.2 cm) and diameters between 6 and 10 in. (about 15.2 and 25.4 cm, respectively). Typical test conditions include boundary temperatures between 77 K and 373 K and vacuum/interstitial gas filling at a pressure between 10(exp -6) torr (=1.3 x 10(exp -4) Pa) and 760 torr (atmospheric pressure =0.1 MPa). The interstitial gas could be N2, He, CO2, or any other suitable gas to which the insulation is expected to be exposed in use. Relative to prior apparatuses and testing methods, this apparatus and the testing method that it implements offer advantages of relative simplicity and ease of use. The basic principle of operation of the apparatus is that of boil-off calorimetry, using liquid nitrogen or any other suitable liquid that boils at a desired temperature below ambient temperature. Comparative rates of flow of heat through the thicknesses of the specimens (heat-leak rates) and apparent-thermal-conductivity values are obtained from tests of specimens. Absolute values of heat-leak rates and apparent thermal conductivities are computed from a combination of (1) the aforementioned comparative values and (2) calibration factors obtained by testing reference specimens of materials that have known thermal-insulation properties. The apparatus includes a full complement of temperature sensors, a vacuum pump and chamber, a monitoring and control system, and tools and fixtures that enable rapid and reliable installation and removal of specimens. A specimen is installed at the bottom of the vacuum chamber, and a cold-mass assembly that includes a tank is lowered into position above and around the specimen (see figure). A spring-based compensating fixture helps to ensure adequate thermal contact with possibly irregular specimen surfaces. For a high-compression test, the springs can be replaced with spacers. A flat circular load cell at the bottom of the chamber measures the compressive load on the specimen. Once the desired compressive-load, temperature, and vacuum/gas-filling conditions are established, testing begins. During a test, all measurements are recorded by use of a portable data-acquisition system and a computer. The total heat-leak rate is measured and calculated as the boil-off flow rate multiplied by the latent heat of vaporization. The parasitic heat leak (to the side of the specimen and to the top and side of the cold-mass tank) is reduced to a small fraction of the total heat leak by use of a combination of multilayer-insulation (MLI) shield rings, reflective film, a fiberglass/epoxy centering ring, and a bulk fill of aerogel beads. This combination eliminates the need for a cryogenic guard chamber used in a typical prior apparatus to reduce the parasitic heat leak.

Fesmire, James E.↗
NASA NTRS2005

Fuzzy/Neural Software Estimates Costs of Rocket-Engine Tests

The Highly Accurate Cost Estimating Model (HACEM) is a software system for estimating the costs of testing rocket engines and components at Stennis Space Center. HACEM is built on a foundation of adaptive-network-based fuzzy inference systems (ANFIS) a hybrid software concept that combines the adaptive capabilities of neural networks with the ease of development and additional benefits of fuzzy-logic-based systems. In ANFIS, fuzzy inference systems are trained by use of neural networks. HACEM includes selectable subsystems that utilize various numbers and types of inputs, various numbers of fuzzy membership functions, and various input-preprocessing techniques. The inputs to HACEM are parameters of specific tests or series of tests. These parameters include test type (component or engine test), number and duration of tests, and thrust level(s) (in the case of engine tests). The ANFIS in HACEM are trained by use of sets of these parameters, along with costs of past tests. Thereafter, the user feeds HACEM a simple input text file that contains the parameters of a planned test or series of tests, the user selects the desired HACEM subsystem, and the subsystem processes the parameters into an estimate of cost(s).

Douglas, Freddie↗
NASA NTRS2003

Propulsion Flight-Test Fixture

NASA Dryden Flight Research Center s new Propulsion Flight Test Fixture (PFTF), designed in house, is an airborne engine-testing facility that enables engineers to gather flight data on small experimental engines. Without the PFTF, it would be necessary to obtain such data from traditional wind tunnels, ground test stands, or laboratory test rigs. Traditionally, flight testing is reserved for the last phase of engine development. Generally, engines that embody new propulsion concepts are not put into flight environments until their designs are mature: in such cases, either vehicles are designed around the engines or else the engines are mounted in or on missiles. However, a captive carry capability of the PFTF makes it possible to test engines that feature air-breathing designs (for example, designs based on the rocket-based combined cycle) economically in subscale experiments. The discovery of unknowns made evident through flight tests provides valuable information to engine designers early in development, before key design decisions are made, thereby potentially affording large benefits in the long term. This is especially true in the transonic region of flight (from mach 0.9 to around 1.2), where it can be difficult to obtain data from wind tunnels and computational fluid dynamics. In January 2002, flight-envelope expansion to verify the design and capabilities of the PFTF was completed. The PFTF was flown on a specially equipped supersonic F-15B research testbed airplane, mounted on the airplane at a center-line attachment fixture, as shown in Figure 1. NASA s F-15B testbed has been used for several years as a flight-research platform. Equipped with extensive research air-data, video, and other instrumentation systems, the airplane carries externally mounted test articles. Traditionally, the majority of test articles flown have been mounted at the centerline tank-attachment fixture, which is a hard-point (essentially, a standardized weapon-mounting fixture). This hard-point has large weight margins, and, because it is located near the center of gravity of the airplane, the weight of equipment mounted there exerts a minimal effect on the stability and controllability of the airplane. The PFTF (see Figure 2) includes a one-piece aluminum structure that contains space for instrumentation, propellant tanks, and feed-system components. The PFTF also houses a force balance, on which is mounted the subscale engine or other experimental apparatus that is to be the subject of a flight test. The force balance measures a combination of inertial and aerodynamic forces and moments acting on the experimental apparatus.

Palumbo, Nate↗
NASA NTRS2003

Flight Test of an Intelligent Flight-Control System

The F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) airplane (see figure) was the test bed for a flight test of an intelligent flight control system (IFCS). This IFCS utilizes a neural network to determine critical stability and control derivatives for a control law, the real-time gains of which are computed by an algorithm that solves the Riccati equation. These derivatives are also used to identify the parameters of a dynamic model of the airplane. The model is used in a model-following portion of the control law, in order to provide specific vehicle handling characteristics. The flight test of the IFCS marks the initiation of the Intelligent Flight Control System Advanced Concept Program (IFCS ACP), which is a collaboration between NASA and Boeing Phantom Works. The goals of the IFCS ACP are to (1) develop the concept of a flight-control system that uses neural-network technology to identify aircraft characteristics to provide optimal aircraft performance, (2) develop a self-training neural network to update estimates of aircraft properties in flight, and (3) demonstrate the aforementioned concepts on the F-15 ACTIVE airplane in flight. The activities of the initial IFCS ACP were divided into three Phases, each devoted to the attainment of a different objective. The objective of Phase I was to develop a pre-trained neural network to store and recall the wind-tunnel-based stability and control derivatives of the vehicle. The objective of Phase II was to develop a neural network that can learn how to adjust the stability and control derivatives to account for failures or modeling deficiencies. The objective of Phase III was to develop a flight control system that uses the neural network outputs as a basis for controlling the aircraft. The flight test of the IFCS was performed in stages. In the first stage, the Phase I version of the pre-trained neural network was flown in a passive mode. The neural network software was running using flight data 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.

Davidson, Ron↗
NASA NTRS2011

Non-Nuclear Testing of Compact Reactor Technologies at NASA MSFC

Safe, reliable, compact, autonomous, long-life fission systems have numerous potential applications, both terrestrially and in space. Technologies and facilities developed in support of these systems could be useful to a variety of concepts. At moderate power levels, fission systems can be designed to operate for decades without the need for refueling. In addition, fast neutron damage to cladding and structural materials can be maintained at an acceptable level. Nuclear design codes have advanced to the stage where high confidence in the behavior and performance of a system can be achieved prior to initial testing. To help ensure reactor affordability, an optimal strategy must be devised for development and qualification. That strategy typically involves a combination of non-nuclear and nuclear testing. Non-nuclear testing is particularly useful for concepts in which nuclear operating characteristics are well understood and nuclear effects such as burnup and radiation damage are not likely to be significant. To be mass efficient, a SFPS must operate at higher coolant temperatures and use different types of power conversion than typical terrestrial reactors. The primary reason is the difficulty in rejecting excess heat to space. Although many options exist, NASA s current reference SFPS uses a fast spectrum, pumped-NaK cooled reactor coupled to a Stirling power conversion subsystem. The reference system uses technology with significant terrestrial heritage while still providing excellent performance. In addition, technologies from the SFPS system could be applicable to compact terrestrial systems. Recent non-nuclear testing at NASA s Early Flight Fission Test Facility (EFF-TF) has helped assess the viability of the reference SFPS and evaluate methods for system integration. In July, 2011 an Annular Linear Induction Pump (ALIP) provided by Idaho National Laboratory was tested at the EFF-TF to assess performance and verify suitability for use in a10 kWe technology demonstration unit (TDU). In November, 2011 testing of a 37-pin core simulator (designed in conjunction with Los Alamos National Laboratory) for use with the TDU will occur. Previous testing at the EFFTF has included the thermal and mechanical coupling of a pumped NaK loop to Stirling engines (provided by GRC). Testing related to heat pipe cooled systems, gas cooled systems, heat exchangers, and other technologies has also been performed. Integrated TDU testing will begin at GRC in 2013. Thermal simulators developed at the EFF-TF are capable of operating over the temperature and power range typically of interest to compact reactors. Small and large diameter simulators have been developed, and simulators (coupled with the facility) are able to closely match the axial and radial power profile of all potential systems of interest. A photograph of the TDU core simulator during assembly is provided in Figure 2.

Houts, Michael G.↗
NASA NTRS2011

Non-Nuclear Testing of Fission Technologies at NASA MSFC

Highly realistic non-nuclear testing can be used to investigate and resolve potential issues with space nuclear power and propulsion systems. Non-nuclear testing is particularly useful for systems designed with fuels and materials operating within their demonstrated nuclear performance envelope. Non-nuclear testing also provides an excellent way for screening potential advanced fuels and materials prior to nuclear testing, and for investigating innovative geometries and operating regimes. Non-nuclear testing allows thermal hydraulic, heat transfer, structural, integration, safety, operational, performance, and other potential issues to be investigated and resolved with a greater degree of flexibility and at reduced cost and schedule compared to nuclear testing. The primary limit of non-nuclear testing is that nuclear characteristics and potential nuclear issues cannot be directly investigated. However, non-nuclear testing can be used to augment the potential benefit from any nuclear testing that may be required for space nuclear system design and development. This paper describes previous and ongoing non-nuclear testing related to space nuclear systems at NASA s Marshall Space Flight Center (MSFC).

Houts, Robert G.↗
NASA NTRS2012

Cumulative Measurement Errors for Dynamic Testing of Space Flight Hardware

Located at the NASA Johnson Space Center in Houston, TX, the Six-Degree-of-Freedom Dynamic Test System (SDTS) is a real-time, six degree-of-freedom, short range motion base simulator originally designed to simulate the relative dynamics of two bodies in space mating together (i.e., docking or berthing). The SDTS has the capability to test full scale docking and berthing systems utilizing a two body dynamic docking simulation for docking operations and a Space Station Remote Manipulator System (SSRMS) simulation for berthing operations. The SDTS can also be used for nonmating applications such as sensors and instruments evaluations requiring proximity or short range motion operations. The motion base is a hydraulic powered Stewart platform, capable of supporting a 3,500 lb payload with a positional accuracy of 0.03 inches. The SDTS is currently being used for the NASA Docking System testing and has been also used by other government agencies. The SDTS is also under consideration for use by commercial companies. Examples of tests include the verification of on-orbit robotic inspection systems, space vehicle assembly procedures and docking/berthing systems. The facility integrates a dynamic simulation of on-orbit spacecraft mating or de-mating using flight-like mechanical interface hardware. A force moment sensor is used for input during the contact phase, thus simulating the contact dynamics. While the verification of flight hardware presents unique challenges, one particular area of interest involves the use of external measurement systems to ensure accurate feedback of dynamic contact. The measurement systems for the test facility have two separate functions. The first is to take static measurements of facility and test hardware to determine both the static and moving frames used in the simulation and control system. The test hardware must be measured after each configuration change to determine both sets of reference frames. The second function is to take dynamic measurements during hardware motion and contact. While performing dynamic testing of an active docking system, researchers found that the data from the motion platform, test hardware and two external measurement systems exhibited frame offsets and rotational errors. While the errors were relatively small when considering the motion scale overall, they substantially exceeded the individual accuracies for each component. After evaluating both the static and dynamic measurements, researchers found that the static measurements introduced significantly more error into the system than the dynamic measurements even though, in theory, the static measurement errors should be smaller than the dynamic. In several cases, the magnitude of the errors varied widely for the static measurements. Upon further investigation, researchers found the larger errors to be a consequence of hardware alignment issues, frame location and measurement technique whereas the smaller errors were dependent on the number of measurement points. This paper details and quantifies the individual and cumulative errors of the docking system and describes methods for reducing the overall measurement error. The overall quality of the dynamic docking tests for flight hardware verification was improved by implementing these error reductions.

Winnitoy, Susan↗
NASA NTRS2012

Nemesis Autonomous Test System

A generalized framework has been developed for systems validation that can be applied to both traditional and autonomous systems. The framework consists of an automated test case generation and execution system called Nemesis that rapidly and thoroughly identifies flaws or vulnerabilities within a system. By applying genetic optimization and goal-seeking algorithms on the test equipment side, a "war game" is conducted between a system and its complementary nemesis. The end result of the war games is a collection of scenarios that reveals any undesirable behaviors of the system under test. The software provides a reusable framework to evolve test scenarios using genetic algorithms using an operation model of the system under test. It can automatically generate and execute test cases that reveal flaws in behaviorally complex systems. Genetic algorithms focus the exploration of tests on the set of test cases that most effectively reveals the flaws and vulnerabilities of the system under test. It leverages advances in state- and model-based engineering, which are essential in defining the behavior of autonomous systems. It also uses goal networks to describe test scenarios.

Barltrop, Kevin J.↗
NASA NTRS2012

Calibration of Airframe and Occupant Models for Two Full-Scale Rotorcraft Crash Tests

Two full-scale crash tests of an MD-500 helicopter were conducted in 2009 and 2010 at NASA Langley's Landing and Impact Research Facility in support of NASA s Subsonic Rotary Wing Crashworthiness Project. The first crash test was conducted to evaluate the performance of an externally mounted composite deployable energy absorber under combined impact conditions. In the second crash test, the energy absorber was removed to establish baseline loads that are regarded as severe but survivable. Accelerations and kinematic data collected from the crash tests were compared to a system integrated finite element model of the test article. Results from 19 accelerometers placed throughout the airframe were compared to finite element model responses. The model developed for the purposes of predicting acceleration responses from the first crash test was inadequate when evaluating more severe conditions seen in the second crash test. A newly developed model calibration approach that includes uncertainty estimation, parameter sensitivity, impact shape orthogonality, and numerical optimization was used to calibrate model results for the second full-scale crash test. This combination of heuristic and quantitative methods was used to identify modeling deficiencies, evaluate parameter importance, and propose required model changes. It is shown that the multi-dimensional calibration techniques presented here are particularly effective in identifying model adequacy. Acceleration results for the calibrated model were compared to test results and the original model results. There was a noticeable improvement in the pilot and co-pilot region, a slight improvement in the occupant model response, and an over-stiffening effect in the passenger region. This approach should be adopted early on, in combination with the building-block approaches that are customarily used, for model development and test planning guidance. Complete crash simulations with validated finite element models can be used to satisfy crash certification requirements, thereby reducing overall development costs.

Annett, Martin S.↗
NASA NTRS2012

Structural Dynamic Assessment of the GN2 Piping System for NASA's New and Powerful Reverberant Acoustic Test Facility

The National Aeronautics and Space Administration (NASA) Glenn Research Center (GRC) has led the design and build of the new world-class vibroacoustic test capabilities at the NASA GRC's Plum Brook Station in Sandusky, Ohio, USA from 2007 to 2011. SAIC-Benham has completed construction of a new reverberant acoustic test facility to support the future testing needs of NASA's space exploration program and commercial customers. The large Reverberant Acoustic Test Facility (RATF) is approximately 101,000 cubic feet in volume and was designed to operate at a maximum empty chamber acoustic overall sound pressure level (OASPL) of 163 dB. This combination of size and acoustic power is unprecedented amongst the world s known active reverberant acoustic test facilities. Initial checkout acoustic testing was performed on March 2011 by SAIC-Benham at test levels up to 161 dB OASPL. During testing, several branches of the gaseous nitrogen (GN2) piping system, which supply the fluid to the noise generating acoustic modulators, failed at their T-junctions connecting the 12 in. supply line to their respective 4 in. branch lines. The problem was initially detected when the oxygen sensors in the horn room indicated a lower than expected oxygen level from which was inferred GN2 leaks in the piping system. In subsequent follow up inspections, cracks were identified in the failed T-junction connections through non-destructive evaluation testing. Through structural dynamic modeling of the piping system, the root cause of the T-junction connection failures was determined. The structural dynamic assessment identified several possible corrective design improvements to the horn room piping system. The effectiveness of the chosen design repairs were subsequently evaluated in September 2011 during acoustic verification testing to 161 dB OASPL.

McNelis, Mark E.↗
NASA NTRS2012

Orion ECLSS/Suit System - Ambient Pressure Integrated Suit Test

The Ambient Pressure Integrated Suit Test (APIST) phase of the integrated system testing of the Orion Vehicle Atmosphere Revitalization System (ARS) technology was conducted for the Multipurpose Crew Vehicle (MPCV) Program within the National Aeronautics and Space Administration (NASA) Exploration Systems Mission Directorate. Crew and Thermal Systems Division performed this test in the eleven-foot human-rated vacuum chamber at the NASA Johnson Space Center. This testing is the first phase of suit loop testing to demonstrate the viability of the Environmental Control and Life Support System (ECLSS) being developed for Orion. APIST is the first in a series, which will consist of testing development hardware including the Carbon dioxide and Moisture Removal Amine Swing-bed (CAMRAS) and the air revitalization loop fan with human test subjects in pressure suits at varying suit pressures. Follow-on testing, to be conducted in 2013, will utilize the CAMRAS and a development regulator with human test subjects in pressure suits at varying cabin and suit pressures. This paper will discuss the results and findings of APIST and will also discuss future testing.

Barido, Richard A.↗
NASA NTRS2012

Z-1 Prototype Space Suit Testing Summary

The Advanced Space Suit team of the NASA-Johnson Space Center performed a series of test with the Z-1 prototype space suit in 2012. This paper discusses, at a summary level, the tests performed and results from those tests. The purpose of the tests were two -fold: 1) characterize the suit performance so that the data could be used in the downselection of components for the Z -2 Space Suit and 2) develop interfaces with the suitport and exploration vehicles through pressurized suit evaluations. Tests performed included isolated and functional range of motion data capture, Z-1 waist and hip testing, joint torque testing, CO2 washout testing, fit checks and subject familiarizations, an exploration vehicle aft deck and suitport controls interface evaluation, delta pressure suitport tests including pressurized suit don and doff, and gross mobility and suitport ingress and egress demonstrations in reduced gravity. Lessons learned specific to the Z -1 prototype and to suit testing techniques will be presented.

Ross, Amy J.↗
NASA NTRS2009

Advanced Stirling Convertor Dynamic Test Approach and Results

The U.S. Department of Energy (DOE), Lockheed Martin (LM), and NASA Glenn Research Center (GRC) have been developing the Advanced Stirling Radioisotope Generator (ASRG) for use as a power system for space science missions. As part of the extended operation testing of this power system, the Advanced Stirling Converters (ASC) at NASA John H. Glenn Research Center undergo a vibration test sequence intended to simulate the vibration history of an ASC used in an ASRG for a space mission. This sequence includes testing at Workmanship and Flight Acceptance levels interspersed with periods of extended operation to simulate pre and post fueling. The final step in the test sequence utilizes additional testing at Flight Acceptance levels to simulate launch. To better replicate the acceleration profile seen by an ASC incorporated into an ASRG, the input spectra used in testing the convertors was modified based on dynamic testing of the ASRG Engineering Unit ( ASRG-EU) at Lockheed Martin. This paper presents the vibration test plan for current and future ASC units, including the modified input spectra, and the results of recent tests using these spectra. The test results include data from several accelerometers mounted on the convertors as well as the piston position and output power variables.

Meer, David W.↗
NASA NTRS2012

Frequency Shift During Mass Properties Testing Using Compound Pendulum Method

During mass properties testing on the X-48B Blended Wing Body aircraft (The Boeing Company, Chicago, Illinois) at the National Aeronautics and Space Administration Dryden Flight Research Center, Edwards, California, large inertia measurement errors were observed in results from compound pendulum swings when compared to analytical models. By comparing periods of oscillations as measured from an average over the test period versus the period of each oscillation, it was noticed that the frequency of oscillation was shifting significantly throughout the test. This phenomenon was only noticed during compound pendulum swings, and not during bifilar pendulum swings. The frequency shift was only visible upon extensive data analysis of the frequency for each oscillation, and did not appear in averaged frequency data over the test period. Multiple test articles, test techniques, and hardware setups were used in attempts to eliminate or identify the cause of the frequency shift. Plotting the frequency of oscillation revealed a region of minimal shift that corresponded to a larger amplitude range. This region of minimal shift provided the most accurate results compared to a known test article; however, the amplitudes that produce accurate inertia measurements are amplitudes larger than those generally accepted in mass properties testing. This paper examines two case studies of the frequency shift, using mass properties testing performed on a dummy test article, and on the X-48B Blended Wing Body aircraft.

Wolfe, David↗
NASA NTRS2013

Adoption of Test Driven Development and Continuous Integration for the Development of the Trick Simulation Toolkit

This paper describes the adoption of a Test Driven Development approach and a Continuous Integration System in the development of the Trick Simulation Toolkit, a generic simulation development environment for creating high fidelity training and engineering simulations at the NASA/Johnson Space Center and many other NASA facilities. It describes what was learned and the significant benefits seen, such as fast, thorough, and clear test feedback every time code is checked-in to the code repository. It also describes a system that encourages development of code that is much more flexible, maintainable, and reliable. The Trick Simulation Toolkit development environment provides a common architecture for user-defined simulations. Trick builds executable simulations using user-supplied simulation-definition files (S_define) and user supplied "model code". For each Trick-based simulation, Trick automatically provides job scheduling, checkpoint / restore, data-recording, interactive variable manipulation (variable server), and an input-processor. Also included are tools for plotting recorded data and various other supporting tools and libraries. Trick is written in C/C++ and Java and supports both Linux and MacOSX. Prior to adopting this new development approach, Trick testing consisted primarily of running a few large simulations, with the hope that their complexity and scale would exercise most of Trick's code and expose any recently introduced bugs. Unsurprising, this approach yielded inconsistent results. It was obvious that a more systematic, thorough approach was required. After seeing examples of some Java-based projects that used the JUnit test framework, similar test frameworks for C and C++ were sought. Several were found, all clearly inspired by JUnit. Googletest, a freely available Open source testing framework, was selected as the most appropriate and capable. The new approach was implemented while rewriting the Trick memory management component, to eliminate a fundamental design flaw. The benefits became obvious almost immediately, not just in the correctness of the individual functions and classes but also in the correctness and flexibility being added to the overall design. Creating code to be testable, and testing as it was created resulted not only in better working code, but also in better-organized, flexible, and readable (i.e., articulate) code. This was, in essence the Test-driven development (TDD) methodology created by Kent Beck. Seeing the benefits of Test Driven Development, other Trick components were refactored to make them more testable and tests were designed and implemented for them.

Penn, John M.↗