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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

Autonomous Flight Safety System September 27, 2005, Aircraft Test

This report describes the first aircraft test of the Autonomous Flight Safety System (AFSS). The test was conducted on September 27, 2005, near Kennedy Space Center (KSC) using a privately-owned single-engine plane and evaluated the performance of several basic flight safety rules using real-time data onboard a moving aerial vehicle. This test follows the first road test of AFSS conducted in February 2005 at KSC. AFSS is a joint KSC and Wallops Flight Facility (WEF) project that is in its third phase of development. AFSS is an independent subsystem intended for use with Expendable Launch Vehicles that uses tracking data from redundant onboard sensors to autonomously make flight termination decisions using software-based rules implemented on redundant flight processors. The goals of this project are to increase capabilities by allowing launches from locations that do not have or cannot afford extensive ground-based range safety assets, to decrease range costs, and to decrease reaction time for special situations. The mission rules are configured for each operation by the responsible Range Safety authorities and can be loosely categorized in four major categories: Parameter Threshold Violations, Physical Boundary Violations present position and instantaneous impact point (TIP), Gate Rules static and dynamic, and a Green-Time Rule. Examples of each of these rules were evaluated during this aircraft test.

Simpson, James C.↗
NASA NTRS2000

Flow-Field Survey in the Test Region of the SR-71 Aircraft Test Bed Configuration

A flat plate and faired pod have been mounted on a NASA SR-71A aircraft for use as a supersonic flight experiment test bed. A test article can be placed on the flat plate; the pod can contain supporting systems. A series of test flights has been conducted to validate this test bed configuration. Flight speeds to a maximum of Mach 3.0 have been attained. Steady-state sideslip maneuvers to a maximum of 2 deg have been conducted, and the flow field in the test region has been surveyed. Two total-pressure rakes, each with two flow-angle probes, have been placed in the expected vicinity of an experiment. Static-pressure measurements have been made on the flat plate. At subsonic and low supersonic speeds with no sideslip, the flow in the surveyed region is quite uniform. During sideslip maneuvers, localized flow distortions impinge on the test region. Aircraft sideslip does not produce a uniform sidewash over the test region. At speeds faster than Mach 1.5, variable-pressure distortions were observed in the test region. Boundary-layer thickness on the flat plate at the rake was less than 2.1 in. For future experiments, a more focused and detailed flow-field survey than this one would be desirable.

Mizukami, Masashi↗
NASA NTRS2017

Evolution of A Distributed Live, Virtual, Constructive Environment for Human in the Loop Unmanned Aircraft Testing

NASA's Unmanned Aircraft Systems Integration in the National Airspace System Project is conducting human in the loop simulations and flight testing intended to reduce barriers associated with enabling routine airspace access for unmanned aircraft. The primary focus of these tests is interaction of the unmanned aircraft pilot with the display of detect and avoid alerting and guidance information. The projects integrated test and evaluation team was charged with developing the test infrastructure. As with any development effort, compromises in the underlying system architecture and design were made to allow for the rapid prototyping and open-ended nature of the research. In order to accommodate these design choices, a distributed test environment was developed incorporating Live, Virtual, Constructive, (LVC) concepts. The LVC components form the core infrastructure support simulation of UAS operations by integrating live and virtual aircraft in a realistic air traffic environment. This LVC infrastructure enables efficient testing by leveraging the use of existing assets distributed across multiple NASA Centers. Using standard LVC concepts enable future integration with existing simulation infrastructure.

UAS in the NA↗
NASA NTRS2017

Evolution of A Distributed Live, Virtual, Constructive Environment for Human in the Loop Unmanned Aircraft Testing

NASA's Unmanned Aircraft Systems Integration in the National Airspace System Project is conducting human in the loop simulations and flight testing intended to reduce barriers associated with enabling routine airspace access for unmanned aircraft. The primary focus of these tests is interaction of the unmanned aircraft pilot with the display of detect and avoid alerting and guidance information. The project's integrated test and evaluation team was charged with developing the test infrastructure. As with any development effort, compromises in the underlying system architecture and design were made to allow for the rapid prototyping and open-ended nature of the research. In order to accommodate these design choices, a distributed test environment was developed incorporating Live, Virtual, Constructive, (LVC) concepts. The LVC components form the core infrastructure support simulation of UAS operations by integrating live and virtual aircraft in a realistic air traffic environment. This LVC infrastructure enables efficient testing by leveraging the use of existing assets distributed across multiple NASA Centers. Using standard LVC concepts enable future integration with existing simulation infrastructure.

LVC↗
NASA NTRS2014

Trajectory Prediction Accuracy and Error Sources for Regional Jet Descents: Results of a 2010 Flight Trial at Denver International Airport using a Global 5000 Test Aircraft - Part I

The Efficient Descent Advisor (EDA) controller automation tool generates trajectory-based speed, path, and altitude-profile advisories to facilitate efficient, continuous descents into congested terminal airspace. While prior field trials have assessed the trajectory-prediction accuracy for large jet (i.e., Boeing and Airbus) types, smaller (i.e., regional and business) jet types present unique challenges involving different descent procedures and Flight Management System (FMS) capabilities. A small-jet field trial was conducted at Denver in the fall of 2010 with the objective of measuring trajectory prediction accuracy and quantifying the primary sources of error. This paper uses data collected onboard a Bombardier Global 5000 test aircraft to quantify the size and sources of trajectory prediction error. Error sources were quantified for the 44 runs by incrementally replacing predicted data with data collected onboard the aircraft and measuring the effect on time error. Results for en-route descents, from prior to top of descent to the meter fix 60-120 nmi downstream, indicate that the aircraft arrived an average 15 seconds earlier than predicted, with a standard deviation of 10 seconds. Target Mach and CAS deceleration were found to be the two largest error sources. If CAS deceleration error was reduced using a typical, more predictable level flight deceleration then the arrival time prediction error in 2010 would be on par with a 2009 flight trial of Airbus and Boeing revenue flights. Four of the error sources, tracker jumps, CAS deceleration, target Mach, and path distance, lend themselves to significant reductions with modest to no changes to ATC automation andor procedures. Wind error and its impact on arrival time error was significantly reduced in 2010 compared to a 1994 flight test using NASAs Boeing 737 test aircraft.

Trajectory Prediction Error↗
NASA NTRS1990

En route noise: NASA propfan test aircraft (calculated source noise

The second phase of a joint National Aeronautics and Space Administration (NASA) and Federal Aviation Administration (FAA) program to study the high-altitude, low-frequency acoustic noise propagation characteristics of the Advanced Turboprop (propfan) Aircraft was conducted on April 3-13, 1989 at the White Sands Missile Range (WSMR), New Mexico. The first phase was conducted on October 26-31, 1987 in Huntsville, Alabama. NASA (Lewis) measured the source noise of the test aircraft during both phases while NASA (Langley) measured surface noise only during the second phase. FAA/NASA designed a program to obtain noise level data from the propfan test bed aircraft, both in the near field and at ground level, during simulated en route flights (35,000 and 20,000 feet ASL), and to test low frequency atmospheric absorption algorithms and prediction technology to provide insight into the necessity for regulatory measures. The curves of calculated source noise versus emission angle are based on a second order best-fit curve of the peak envelope of the adjusted ground data. Centerline and sideline derived source noise levels are shown to be in good agreement. A comparison of the Alabama chase plane source data and the calculated source noise at centerline for both the Alabama and New Mexico data shows good agreement for the 35,000 and the 20,000 feet (ASL) overflights. With the availability of the New Mexico in-flight data, further in depth comparisons will be made.

Rickley, E. J.↗
NASA NTRS1993

The Ultra Light Aircraft Testing

The final report for grant NAG1-345 is presented. Recently, the bulk of the work that the grant has supported has been in the areas of ride quality and the structural analysis and testing of ultralight aircraft. The ride quality work ended in May 1989. Hence, the papers presented in this final report are concerned with ultralight aircraft.

Smith, Howard W.↗
NASA NTRS1920

Gottingen Wind Tunnel for Testing Aircraft Models

Given here is a brief description of the Gottingen Wind Tunnel for the testing of aircraft models, preceded by a history of its development. Included are a number of diagrams illustrating, among other things, a sectional elevation of the wind tunnel, the pressure regulator, the entrance cone and method of supporting a model for simple drag tests, a three-component balance, and a propeller testing device, all of which are discussed in the text.

Prandtl, L↗
NASA NTRS1990

OVRhyp, Scramjet Test Aircraft

A preliminary design for an unmanned hypersonic research vehicle to test scramjet engines is presented. The aircraft will be launched from a carrier aircraft at an altitude of 40,000 feet at Mach 0.8. The vehicle will then accelerate to Mach 6 at an altitude of 100,000 feet. At this stage the prototype scramjet will be employed to accelerate the vehicle to Mach 10 and maintain Mach 10 flight for 2 minutes. The aircraft will then decelerate and safely land.

Aslan, J.↗
NASA NTRS1974

The use of an aircraft test stand for VTOL handling qualities studies

The VTOL flight tests stand for testing control concepts on the X-14B VSS aircraft in hover, is described. This stand permits realistic and safe piloted evaluation and checkout of various control systems and of parameter variations within each system to determine acceptability to the pilot. Pilots can use it as a practical training tool to practice procedures and flying techniques and become familiar with the aircraft characteristics. Some examples of test experience are given. The test stand allows the X14B to maneuver in hover from centered position + or - 9.7 deg in roll and + or - 9.3 deg in pitch, about + or - 6 deg in yaw, and + or - 15 cm in vertical translation. The unique vertical free flight freedom enables study of liftoffs and landings with power conditions duplicated. The response on the stand agrees well with that measured in free hovering flight, and pilot comments confirm this.

Pauli, F. A.↗
NASA NTRS2014

NASA Langley Distributed Propulsion VTOL Tilt-Wing Aircraft Testing, Modeling, Simulation, Control, and Flight Test Development

Control of complex Vertical Take-Off and Landing (VTOL) aircraft traversing from hovering to wing born flight mode and back poses notoriously difficult modeling, simulation, control, and flight-testing challenges. This paper provides an overview of the techniques and advances required to develop the GL-10 tilt-wing, tilt-tail, long endurance, VTOL aircraft control system. The GL-10 prototype's unusual and complex configuration requires application of state-of-the-art techniques and some significant advances in wind tunnel infrastructure automation, efficient Design Of Experiments (DOE) tunnel test techniques, modeling, multi-body equations of motion, multi-body actuator models, simulation, control algorithm design, and flight test avionics, testing, and analysis. The following compendium surveys key disciplines required to develop an effective control system for this challenging vehicle in this on-going effort.

Rothhaar, Paul M.↗
NASA NTRS1996

NASA Boeing 737 Aircraft Test Results from 1996 Joint Winter Runway Friction Measurement Program

A description of the joint test program objectives and scope is given together with the performance capability of the NASA Langley B-737 instrumented aircraft. The B-737 test run matrix conducted during the first 8 months of this 5-year program is discussed with a description of the different runway conditions evaluated. Some preliminary test results are discussed concerning the Electronic Recording Decelerometer (ERD) readings and a comparison of B-737 aircraft braking performance for different winter runway conditions. Detailed aircraft parameter time history records, analysis of ground vehicle friction measurements and harmonization with aircraft braking performance, assessment of induced aircraft contaminant drag, and evaluation of the effects of other factors on aircraft/ground vehicle friction performance will be documented in a NASA Technical Report which is being prepared for publication next year.

Yager, Thomas J.↗
NASA NTRS1985

Development of an energy absorbing passenger seat for the B-720 test aircraft

An evaluation is made of the experimental results obtained in the 720B airliner flight crash testing of an energy-absorbing passenger seat design, which has been derived through modification of a standard three-passenger commercial aviation seat. The highly instrumented 720B aircraft was crashed at the end of a remotely controlled flight on a specially prepared, gravel-covered ground site. In order to limit acceleration upon impact, the seat tested had been designed and fabricated to collapse under a controlled load. The aircraft impact's shock pulse is absorbed by tubes which crush under load as axial columns.

Eichelberger, C. P.↗
NASA NTRS1989

General-Purpose Electronic System Tests Aircraft

Versatile digital equipment supports research, development, and maintenance. Extended aircraft interrogation and display system is general-purpose assembly of digital electronic equipment on ground for testing of digital electronic systems on advanced aircraft. Many advanced features, including multiple 16-bit microprocessors, pipeline data-flow architecture, advanced operating system, and resident software-development tools. Basic collection of software includes program for handling many types of data and for displays in various formats. User easily extends basic software library. Hardware and software interfaces to subsystems provided by user designed for flexibility in configuration to meet user's requirements.

Glover, Richard D.↗