Defense Technical Information Center (DTIC) · 1963
Research is concerned with the design and flight testing of a portion of an aerial-reconnaissance drone system. Eight drones, two launchers and starters, and one command-and-control subsystem was provided for a flight-test and evaluation program at the Marine Base, Quantico, Virginia. During the course of the program, which included wind-tunnel tests and recovery-subsystem tests at the University of Maryland wind tunnel, Republic flew the drones 64 times, 23 at Republic and 41 at Quantico. Six drones and all of the ground equipment were in operable condition at the completion of the program. (Author)
Cited by 0
Rosa P: A digital library for transportation research (United States Department of Transportation) · 1973
This document presents the flight-test plans for the U.S. DOT/Transportation Systems Center STOL Avionics Flight-Test Program.\n
Cited by 0Open access
Mike Lewis · NASA Technical Reports Server (NASA) · 1991
General overview of NASA/Langley Research Center wind shear flight project is presented in the form of view-graphs. The following subject areas are covered: program elements (hazard characterization, sensor technology, and flight management systems); flight test objective; facility; flight requirements; flight operations; and status/schedule.
Cited by 1Open access
Department of Defense · Bulletin of Miscellaneous Information (Royal Gardens Kew)
Cited by 0
Peter M. Bell · Eos · 1980
NASA has extended the date for completion of the first four space shuttle orbital flight tests to April 1982. The extension of the flight test program has made it necessary to reschedule the first operational flight of the Columbia (STS‐5) from March 1 982 to September 1 982. The decision to extend the flight test program and reschedule STS‐5 is the result of several factors, the major one being the continuing engineering assessment and improvement of the thermal protection system.
Cited by 0
James E. Fitzgerald · Aerospace Design Conference · 1992
Cited by 0
B. Krag · elib (German Aerospace Center) · 2001
Cited by 0
François Falempin, Laurent Serre · 2010
Abstract : The present lecture of the RTO-AVT-VKI course HIGH SPEED PROPULSION: ENGINE DESIGN INTEGRATION AND THERMAL MANAGEMENT is focused on the French flight experiment program called LEA. French R&T effort for hypersonic airbreathing propulsion is focusing on needed technologies for the propulsion system and acquisition of aero-propulsive balance prediction capability. A large part of technology development effort can be led on ground and is currently dedicated to combustion chamber to ensure its performance and thermo-mechanical strength. On the contrary, it is mandatory to flight demonstrate capability to predict the aero-propulsive balance. In that view, MBDA and ONERA are leading the flight testing LEA program. Started in January 2003, the program will end in 2015 after 4 autonomous flight tests of an experimental vehicle in Mach number range 4 to 8. Guidelines for LEA vehicle and its propulsion system design have been validated in 2006 by a Preliminary Design Review. The running Phase 2 aims at getting a detailed design while validating the aero-propulsive configuration by a first free jet test series to be performed early in 2011. It led to a Critical Design Review performed in June/July 2009.
Cited by 1
Foppe, G. F., Grossman, D. T., Katz, H. · NASA STI Repository (National Aeronautics and Space Administration)
The modes to be observed during the F-15 flight flutter test program were selected on the basis of the results of analytical studies, wind tunnel tests, and ground vibration tests. The modes (both symmetrical and antisymmetrical) tracked on this basis were: fin first bending, fin torsion, fin tip roll, stabilator bending, stabilator pitch, boom lateral bending, boom torsion, boom vertical bending, wing first bending, wing second bending, wing first torsion, outer wing torsion, and aileron rotation. Data obtained for these various modes were evaluated in terms of damping versus airspeed at 1525 m (5000 ft), damping versus altitude at the cross-section Mach numbers (to extrapolate to the damping value to be expected at sea level), and flutter boundaries on the basis of flutter margin of various modal pairs representing potential flutter mechanisms. Results of these evaluations are summarized in terms of minimum predicted flutter margin for the various mechanisms.
Cited by 0Open access
Kenneth Zugel · 2003
In June of 2002, Aurora Flight Sciences successfully tested the Loiter Attack Munition (LAM), a small missile capable of fully autonomous operation as well as loitering flight. The LAM was tested extensively, on the bench and the launch aircraft, prior to the actual flight test. Flight tests included several captive carry flights to verify the air data and inertial sensors, in addition to the GPS functionality. The flight vehicle was carried through several simulated missions flown to simulate the planned mission from launch through the recovery. The final flights included the FTS test and the autonomous flight test on the range at the NASA Wallops Flight Facility. Figure 1. LAM on the O-2 bomb rack The LAM was conceived and funded as a part of the DARPA Netfires program. The concept of operations for the final product is a tube launched missile capable of loitering over an area of interest until a target is located or designated and then striking the target. The LAM development was being conducted in parallel with the Precision Attack Munition (PAM), a non-loitering missile. For risk mitigation it was decided that the initial flight of the LAM should be air launched. Raytheon Missile Systems contracted with Aurora Flight Sciences to conduct the prototype flight test. Raytheon developed the system concept and provided the outer mold line, turbojet engine, and flight control actuators to Aurora. Aurora built and integrated the missile with an Athena Technologies Guidestar flight control system. The test vehicle was equipped with a fixed wing, but the follow-on program will utilize a swing-wing to facilitate tube launches 1 American Institute of Aeronautics and Astronautics 2nd AIAA Unmanned Unlimited Systems, Technologies, and Operations — Aerospac 15 18 September 2003, San Diego, California AIAA 2003-6644 Copyright © 2003 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved. from other manned or unmanned aircraft and ground launchers. The LAM was equipped with a flight termination and recovery system. The system included a ballistic recovery parachute, an air-charged float bag, and a “pinger” for underwater location. The system was designed to be used for flight recovery at the end of the mission and allow the vehicle to be recovered with minimal damage either on land or in the water (either the ocean or the marsh). The float system would automatically deploy once the vehicle landed in the water and was capable of supporting the vehicle. Likewise the pinger would automatically trigger when the vehicle landed in the water and would aid in the location and recovery effort. Extensive subsystem tests were conducted prior to integration. The flight control system was tested in software and hardware-in-the-loop simulations. The recovery float and parachute systems were also tested. Finally, the engine was static tested including several pyro and air starts on the bench. Once the subsystem tests were satisfactorily completed, the vehicle was integrated and testing continued. The flight test program was conducted in build up fashion. Initial tests with an un-powered static test vehicle were flown on the O-2 to measure performance and assess handling qualities with the LAM underwing (asymmetric loading). Flow visualization was conducted to determine the flow fields and interaction between the missile and the O-2 wing. The results of these tests determined that the interaction was minimal and positive separation could be guaranteed by releasing at a relatively low airspeed (110KIAS). Several captive carry flights were conducted to verify proper performance of the air data and flight control system. For these flights the vehicle was powered and the flight data was logged on the Guidestar flight computer. The O2 was flown through the entire mission profile. The bank angles roll rates, and airspeeds were matched to the planned missile speeds. The coordinates were loaded in the O-2 GPS and plotted in comparison to the actual data to determine accuracy of the guidance system. The final series of tests involved the pyro engine starts on the wing to verify the proper start and engine control. The full mission throttle profile was tested as the aircraft was taxied at high speed. FTS flight testing was done at Wallops Island to verify navigation accuracy and adequate FTS signal strength over the entire mission area in R6604 and W-386. 2 American Institute of Aeronautics and Astronautics Figure 2. LAM mission route For the flight test, the LAM was air-launched from Aurora’s Cessna O-2 off the Virginia coast. The mission was performed using GPS and inertial navigation. The vehicle was also tracked optically and with radar. The O-2 launched from Wallops Flight Facility and entered the range while the range was cleared of non-participant traffic. Once the range was cleared the O-2 was flown northeast and final checks were made with the LAM powered up. Once all the pre-launch parameters were verified, the O-2 was turned southwest and the LAM engine was started. After the engine start, the final countdown began and the LAM was released. 3 American Institute of Aeronautics and Astronautics Figure 3. LAM engine start on the wing of the O-2 Figure 4. LAM after release from the O-2 4 American Institute of Aeronautics and Astronautics The release was performed at 4000 ft MSL and the LAM descended to 2000 ft. LAM followed the planned track and made all the turns as predicted. During the 12-minute mission, the LAM performed 500 ft climbs and descents, as well as turns combined with accelerations and decelerations. The airspeed ranged from 110 Kts on release to 170 Kts. Bank angles as high as 45 degrees were flown. The LAM flew three laps around a racetrack pattern and covered 30 NM. Figure 5. LAM flying over the coastline prior to recovery At the completion of three laps, LAM flew inbound to a designated recovery area. After crossing the beach the vehicle turned toward the designated recovery area. Once the heading stabilized, the engine was automatically shutdown and then the parachute was deployed. 5 American Institute of Aeronautics and Astronautics Figure 6. LAM descending under the recovery parachute The LAM landed within yards of its projected impact point and was recovered for data analysis. Data was recorded onboard in the Guidestar flight computer. It was also equipped with Glogger that measured the shock loads from the parachute deployment and touchdown. Post flight inspection was accomplished at Wallops Flight Facility and then the LAM returned to Aurora’s facilities for data analysis. Recommendations based on the flight test included improving the aft fuselage to reduce drag and to install a tracking beacon on the vehicle to ensure that it can be tracked by the range radar and cameras. Analysis showed the LAM performance was very close to predictions. The flight test program proved the validity of the LAM concept. The system continues to be tested in the PAM configuration by Raytheon Missile Systems. 6 American Institute of Aeronautics and Astronautics
Cited by 0
Hagai Katz, G. F. Foppe, D. T. Grossman · NASA Technical Reports Server (NASA) · 1976
The modes to be observed during the F-15 flight flutter test program were selected on the basis of the results of analytical studies, wind tunnel tests, and ground vibration tests. The modes (both symmetrical and antisymmetrical) tracked on this basis were: fin first bending, fin torsion, fin tip roll, stabilator bending, stabilator pitch, boom lateral bending, boom torsion, boom vertical bending, wing first bending, wing second bending, wing first torsion, outer wing torsion, and aileron rotation. Data obtained for these various modes were evaluated in terms of damping versus airspeed at 1525 m (5000 ft), damping versus altitude at the cross-section Mach numbers (to extrapolate to the damping value to be expected at sea level), and flutter boundaries on the basis of flutter margin of various modal pairs representing potential flutter mechanisms. Results of these evaluations are summarized in terms of minimum predicted flutter margin for the various mechanisms.
Cited by 6
Aerospace Testing International · 2020
A global market for spaceports is developing as the race to commercialize gathers pace
Cited by 0
Debra Meyers, L. V. Tompkins, Joseph H. Goldberg · 1968
Abstract : The report presents the results of a flight test program on the Piasecki Model 16H-1A shaft-driven compound helicopter. The main components of the Model 16H-1A aircraft included: an H-21 articulated rotor, a wing with controllable flaperons and a shrouded pusher propeller. The aircraft was powered by a single T58-8 turbine engine. Aircraft performance, flying qualities, vibration and lift distribution between main rotor and wing were investigated over a level flight speed range of 0 to 167 knots and dive speeds up to 195 knots.
Cited by 3
Gratzer,Leonard R · Defense Technical Information Center (DTIC) · 1986
Between 1978 and 1980 The Aircraft Research and Development Unit (ARDU) and ARL carried out a series of flight trials in order to determine typical load histories for a CT4 Airtrainer. These supplied representative flight data which provided the basis of load sequences used in the full scale fatigue test. This report describes the parameters measured and lists the transcripts of the pilots voice records.
Cited by 0
James G. Xenakis · Defense Technical Information Center (DTIC) · 1962
The program successfully demonstrated the feasibility of a strap-down inertial navigation system and verified the predicted performance of the breadboard model of the system. The report describes the results of eight flight and two ground tests during which approximately 40 hours of system operation, including 20 hours in the air and 20 hours on the ground, were accumulated. A complete description of the flight test and data processing procedure is presented herein as well as a description of special equipment designed for the evaluation program. A brief summary of system operation is also included. Finally, recommendations for follow-up programs, which would investigate improvements in, and certain applications for a No-Gimbal System, are presented.
Cited by 0
gamapvitor · 2023
Cited by 0
Herbert B. Nichols · 24th Joint Propulsion Conference · 1988
Cited by 8
Davis, John J. · Defense Technical Information Center (DTIC) · 1965
This report describes the design and construction of a system consisting of an ion thrustor and the associated power conditioning and control circuitry required for orbital flight operation in the SNAPSHOT mission. The system is capable of operation in a space environment and in a nuclear radiation field in excess of that created by the SNAP-10A nuclear reactor. The system is programmed for automatic operation in flight and will accept vehicle and RTC commands and provide performance information for telemetry. The system is powered by batteries which are charged by the SNAP-10A nuclear reactor. Battery power is converted to ac in a form suitable for providing the heater power and electrostatic potentials required by the ion thrustor subsystem. Tasks performed on this program include developing the ion thrustor subsystem and the power conditioning system and verifying their performance on operational, environmental, and qualification tests. Subsidiary tasks were an extensive nuclear radiation testing program on electronic components and subsystems, and the development of an automatic battery charger. (Author)
Cited by 0
Deangelis, V. Michael, Lux, David P., Deets, Dwain A. · NASA Technical Reports Server (NASA)
The Highly Manueverable Aircraft Technology (HiMAT) program consisted of design, fabrication of two subscale remotely piloted research vehicles (RPRVs), and flight test. This technical memorandum describes the vehicles and test approach. An overview of the flight test results and comparisons with the design predictions are presented. These comparisons are made on a single-discipline basis, so that aerodynamics, structures, flight controls, and propulsion controls are examined one by one. The interactions between the disciplines are then examined, with the conclusions that the integration of the various technologies contributed to total vehicle performance gains. An assessment is made of the subscale RPRV approach from the standpoint of research data quality and quantity, unmanned effects as compared with manned vehicles, complexity, and cost. It is concluded that the RPRV technique, as adopted in this program, resulted in a more complex and costly vehicle than expected but is reasonable when compared with alternate ways of obtaining comparable results.
Cited by 0Open access
Deets, Dwain A., Lux, David P., DeAngelis, V. Michael. et al. · The Journal of the Abraham Lincoln Association
Cited by 0Open access