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Two hundred hours of Lockheed L 1011 digital flight data recorder data taken in 1973 were used to develop methods and procedures for obtaining statistical data useful for updating airliner airworthiness design criteria. Five thousand hours of additional data taken in 1978 to 1982 are reported in volumes 2, 3, 4 and 5.
B 727 digital flight data recorder data taken in 1978 through 1980 were analyzed to provide many statistical data useful for updating airliner airworthiness design criteria.
DC 10 digital flight data recorder data taken in 1981 through 1982 were analyzed to provide statistical data useful for updating airliner airworthiness design criteria.
The LDEF M0003-5 Thermal Control Materials Experiment contains numerous thermal control coatings, metallized and nonmetallized polymeric films, adhesives, OSR's, and metallic foils. The materials were located on the leading and trailing edges of the satellite, therefore exposed to two different low earth orbital environments. Many specimens received a total exposure of 5.75 years and other received a limited exposure of 0.9 years to the complete environment. On-orbit and post flight photographic records are presented. The material's physical and optical performance are discussed as a function of location and duration of exposure. Data concerning specimen condition, degradation, contamination, optical reflectance and transmittance are discussed. The effect of atomic oxygen erosion on specific materials is also presented, The performance of adhesive bonds with polymeric films is reviewed.
The results are reported of a November 1989 rocket flight which recorded a flux-calibrated spectrum of BD +28 4211 from 912 to 1150 A with 1A resolution. BD +28 4211, an SdO-type star, is commonly used as an ultraviolet calibration source in the IUE wavelength band. The present work extends the useful range of this standard shortward of Lyman-alpha. Since previous experiments show marked disparity, this study can be useful in determining a standard in the 912 to 1216 A band.
An account is given of results from a numerical simulation of an intense microburst-generating storm observed near Denver during a test operation of the Terminal Doppler Radar System, on July 11, 1988. The numerical simulation encompassed comparisons with 'observed' data from measurements by Doppler radar, aircraft flight data recorders, and surface field instruments. Model results are in excellent qualitative and quantitative agreement with major storm feature observations. The intense microburst that was generated some distance 'downshear' of the primary precipitation area was driven by cooling due to sublimating snow.
The purpose of the present study was to identify the specific cause of the turbulence that affected flights JAL 042 and JAL 046. This has been accomplished by expanding on the NTSB analysis to include a detailed examination of digital Flight Data Recorder (DFDR) information available from both JAL 042 and JAL 046 and the ANC rawinsonde.
In September 1997 the National Transportation Safety Board (NTSB) requested assistance from the NASA Lewis Research Center (LeRC) Icing Branch in the investigation of an aircraft accident that was suspected of being caused by ice contamination. In response to the request NASA agreed to perform an experimental and computational study. The main activities that NASA performed were LERC Icing Research Tunnel (IRT) testing to define ice shapes and 2-D Navier-Stokes analysis to determine the performance degradation that those ice shapes would have caused. An IRT test was conducted in January 1998. Most conditions for the test were based upon raw and derived data from the Flight Data Recorder (FDR) recovered from the accident and upon the current understanding of the Meteorological conditions near the accident. Using a two-dimensional Navier-Stokes code, the flow field and resultant lift and drag were calculated for the wing section with various ice shapes accreted in the IRT test. Before the final calculations could be performed extensive examinations of geometry smoothing and turbulence were conducted. The most significant finding of this effort is that several of the five-minute ice accretions generated in the IRT were found by the Navier-Stokes analysis to produce severe lift and drag degradation. The information generated by this study suggests a possible scenario for the kind of control upset recorded in the accident. Secondary findings were that the ice shapes accreted in the IRT were mostly limited to the protected pneumatic boot region of the wing and that during testing, activation of the pneumatic boots cleared most of the ice.
The Sensors 2000! Program, in support of the Space Life Sciences Payloads Office at NASA Ames Research Center developed a suite of bioinstrumentation hardware for use on the Joint US/Russian Bion I I Biosatellite Mission (December 24, 1996 - January 7, 1997). This spaceflight included 20 separate experiments that were organized into a complimentary and interrelated whole, and performed by teams of US, Russian, and French investigators. Over 40 separate parameters were recorded in-flight on both analog and digital recording media for later analysis. These parameters included; Electromyogram (7 ch), Electrogastrogram, Electrooculogram (2 ch), ECG/EKG, Electroencephlogram (2 ch), single fiber firing of Neurovestibular afferent nerves (7 ch), Tendon Force, Head Motion Velocity (pitch & yaw), P02 (in vivo & ambient), temperature (deep body, skin, & ambient), and multiple animal and spacecraft performance parameters for a total of 45 channels of recorded data. Building on the close cooperation of previous missions, US and Russian engineers jointly developed, integrated, and tested the physiologic instrumentation and data recording system. For the first time US developed hardware replaced elements of the Russian systems resulting in a US/Russian hybrid instrumentation and data system that functioned flawlessly during the 14 day mission.
An experiment to collect bistatically scattered GPS signals from a balloon at 37 km altitude has been conducted. This experiment represented the highest altitude to date that such signals were successfully recorded. The flight took place in August 1999 over the Mediterranean sea, between a launch in Sicily and recovery near Nerpio, a town in the Sierra de Segura, Albacete province of Huelva, Spain. Results from this experiment are presented, showing the waveform shape as compared to theoretical calculations. These results will be used to validate analytical models which form the basis of wind vector retrieval algorithms. These algorithms are already being validated from aircraft altitudes, but may be applied to data from future spaceborne GPS receivers. Surface wind data from radiosondes were used for comparison. This experiment was a cooperative project between NASA, the IEEC in Barcelona, and the University of Colorado at Boulder.
An experiment to collect bistatically scattered GPS signals from a balloon at 37 km altitude has been conducted. This experiment represented the highest altitude to date that such signals were successfully recorded. The flight took place in August 1999 over the Mediterranean sea, between a launch in Sicily and recovery near Nerpio, a town in the Sierra de Segura, Albacete province of Huelva, Spain. Results from this experiment are presented, showing the waveform shape as compared to theoretical calculations. These results will be used to validate analytical models which form the basis of wind vector retrieval algorithms. These algorithms are already being validated from aircraft altitudes, but may be applied to data from future spacebourne GPS receivers. Surface wind data from radiosondes were used for comparison. This experiment was a cooperative project between NASA, the IEEC in Barcelona, and the University of Colorado at Boulder.
A procedure for calculating an intuitive hazard metric for gust effects on airplanes is described. The hazard metric is for use by pilots and is intended to replace subjective pilot reports (PIREPs) of the turbulence level. The hazard metric is composed of three numbers: the first describes the average airplane response to the turbulence, the second describes the positive peak airplane response to the gusts, and the third describes the negative peak airplane response to the gusts. The hazard metric is derived from any time history of vertical gust measurements and is thus independent of the sensor making the gust measurements. The metric is demonstrated for one simulated airplane encountering different types of gusts including those derived from flight data recorder measurements of actual accidents. The simulated airplane responses to the gusts compare favorably with the hazard metric.
Under a NASA-Ames Space Act Agreement, Coryphaeus Software and Simauthor, Inc., developed an Aviation Performance Measuring System (APMS). This software, developed for the aerospace and airline industry, enables the replay of Digital Flight Data Recorder (DFDR) data in a flexible, user-configurable, real-time, high fidelity 3D (three dimensional) environment.
Accurate International Space Station (ISS) power prediction requires the quantification of solar array shadowing. Prior papers have discussed the NASA Glenn Research Center (GRC) ISS power system tool SPACE (System Power Analysis for Capability Evaluation) and its integrated shadowing algorithms. On-orbit telemetry has become available that permits the correlation of theoretical shadowing predictions with actual data. This paper documents the comparison of a shadowing metric (total solar array current) as derived from SPACE predictions and on-orbit flight telemetry data for representative significant shadowing cases. Images from flight video recordings and the SPACE computer program graphical output are used to illustrate the comparison. The accuracy of the SPACE shadowing capability is demonstrated for the cases examined.
We have utilized an extensive set of independent British Airways flight data recording wind vector and temperature observations (the Global Aircraft Data Set [GADS] archive) in three ways: (a) as an independent check of operational analyses; (b) as an analysis observing system experiment (OSE) as if the GADS observations were available in real time; and (c) as the corresponding forecast simulation experiment applicable to future operational forecasts. Using a 31 day sample (0000 UTC 20 December 2000 through 0000 UTC 20 January 2000) from Winter 2000, we conclude that over the data-dense continental U. S. analyzed jet streaks are too weak by -2% to -5%. Over nearby data-sparse regions of Canada, analyzed jet streaks are too weak by -5% to -9%. The second range provides a limit on the accuracy of current jet streak analyses over the portions of the -85% of the earth's surface that are poorly covered by non-satellite observations. The -5% to -9% range is relevant for the pre-third generation satellite (AIRS, IASI, GIFTS) era.
Space-based Telemetry And Range Safety (STARS) is a Kennedy Space Center (KSC) led proof-of-concept demonstration, which utilizes NASA's space network of Tracking and Data Relay Satellites (TDRS) as a pathway for launch and mission related information streams. Flight Demonstration 1 concluded on July 15,2003 with the seventh flight of a Low Power Transmitter (LPT) a Command and Data Handler (C&DH), a twelve channel GPS receiver and associated power supplies and amplifiers. The equipment flew on NASA's F-I5 aircraft at the Dryden Flight Research Center located at Edwards Air Force Base in California. During this NASA-ASEE Faculty Fellowship, the author participated in the collection and analysis of data from the seven flights comprising Flight Demonstration 1. Specifically, the author examined the forward and return links bit energy E(sub B) (in Watt-seconds) divided by the ambient radio frequency noise N(sub 0) (in Watts / Hertz). E(sub b)/N(sub 0) is commonly thought of as a signal-to-noise parameter, which characterizes a particular received radio frequency (RF) link. Outputs from the data analysis include the construction of time lines for all flights, production of graphs of range safety values for all seven flights, histograms of range safety E(sub b)/N(sub 0) values in five dB increments, calculation of associated averages and standard deviations, production of graphs of range user E(sub b)/N(sub 0) values for the all flights, production of graphs of AGC's and E(sub b)/N(sub 0) estimates for flight 1, recorded onboard, transmitted directly to the launch head and transmitted through TDRS. The data and graphs are being used to draw conclusions related to a lower than expected signal strength seen in the range safety return link.
The results obtained from measurements of gust and draft velocities within thunderstorms for the period July 22, 1946 to July 23, 1946 at Orlando, Florida, are presented herein. These data are summarized in tables I and II, respectively, and are of the type presented in reference 1 for previous flights. Inspection of photo-observer records for the flights indicated that no data on ambient air temperature variations within thunderstorms were obtained.
NASA recently completed two major programs in Hypersonics: Hyper-X, with the record-breaking flights of the X-43A, and the Next Generation Launch Technology (NGLT) Program. The X-43A flights, the culmination of the Hyper-X Program, were the first-ever examples of a scramjet engine propelling a hypersonic vehicle and provided unique, convincing, detailed flight data required to validate the design tools needed for design and development of future operational hypersonic airbreathing vehicles. Concurrent with Hyper-X, NASA's NGLT Program focused on technologies needed for future revolutionary launch vehicles. The NGLT was "competed" by NASA in response to the President s redirection of the agency to space exploration, after making significant progress towards maturing technologies required to enable airbreathing hypersonic launch vehicles. NGLT quantified the benefits, identified technology needs, developed airframe and propulsion technology, chartered a broad University base, and developed detailed plans to mature and validate hypersonic airbreathing technology for space access. NASA is currently in the process of defining plans for a new Hypersonic Technology Program. Details of that plan are not currently available. This paper highlights results from the successful Mach 7 and 10 flights of the X-43A, and the current state of hypersonic technology.