Ground And Flight Evaulation Of A Small- Scale Inflatable-Winged . - NASA
NASA/TM-2002-210721Ground and Flight Evaulation of a SmallScale Inflatable-Winged AircraftJames E. Murray , Joseph W. Pahle, Stephen V. Thornton, Shannon VogusNASA Dryden Flight Research CenterEdwards, CaliforniaTony FrackowiakAnalytical Services & Materials, Inc.Hampton, VirginiaJoe MelloCalifornia Polytechnic UniversitySan Luis Obispo, CaliforniaBrook NortonVertigo, Inc.Lake Elsinore, CaliforniaJanuary 2002
The NASA STI Program Office in ProfileSince its founding, NASA has been dedicatedto the advancement of aeronautics and spacescience. The NASA Scientific and TechnicalInformation (STI) Program Office plays a keypart in helping NASA maintain thisimportant role.The NASA STI Program Office is operated byLangley Research Center, the lead center forNASA’s scientific and technical information.The NASA STI Program Office provides accessto the NASA STI Database, the largest collectionof aeronautical and space science STI in theworld. The Program Office is also NASA’sinstitutional mechanism for disseminating theresults of its research and development activities.These results are published by NASA in theNASA STI Report Series, which includes thefollowing report types: TECHNICAL PUBLICATION. Reports ofcompleted research or a major significantphase of research that present the results ofNASA programs and include extensive dataor theoretical analysis. Includes compilationsof significant scientific and technical dataand information deemed to be of continuingreference value. NASA’s counterpart ofpeer-reviewed formal professional papers buthas less stringent limitations on manuscriptlength and extent of graphic presentations.TECHNICAL MEMORANDUM. Scientificand technical findings that are preliminary orof specialized interest, e.g., quick releasereports, working papers, and bibliographiesthat contain minimal annotation. Does notcontain extensive analysis.CONTRACTOR REPORT. Scientific andtechnical findings by NASA-sponsoredcontractors and grantees. CONFERENCE PUBLICATION.Collected papers from scientific andtechnical conferences, symposia, seminars,or other meetings sponsored or cosponsoredby NASA. SPECIAL PUBLICATION. Scientific,technical, or historical information fromNASA programs, projects, and mission,often concerned with subjects havingsubstantial public interest. TECHNICAL TRANSLATION. Englishlanguage translations of foreign scientificand technical material pertinent toNASA’s mission.Specialized services that complement the STIProgram Office’s diverse offerings includecreating custom thesauri, building customizeddatabases, organizing and publishing researchresults even providing videos.For more information about the NASA STIProgram Office, see the following: Access the NASA STI Program Home Pageat http://www.sti.nasa.gov E-mail your question via the Internet tohelp@sti.nasa.gov Fax your question to the NASA Access HelpDesk at (301) 621-0134 Telephone the NASA Access Help Desk at(301) 621-0390 Write to:NASA Access Help DeskNASA Center for AeroSpace Information7121 Standard DriveHanover, MD 21076-1320
NASA/TM-2002-21071Ground and Flight Evaulation of a SmallScale Inflatable-Winged AircraftJames E. Murray , Joseph W. Pahle, Stephen V. Thornton, Shannon VogusNASA Dryden Flight Research CenterEdwards, CaliforniaTony FrackowiakAnalytical Services & Materials, Inc.Hampton, VirginiaJoe MelloCalifornia Polytechnic UniversitySan Luis Obispo, CaliforniaBrook NortonVertigo, Inc.Lake Elsinore, CaliforniaNational Aeronautics andSpace AdministrationDryden Flight Research CenterEdwards, California 93523-0273January 2002
NOTICEUse of trade names or names of manufacturers in this document does not constitute an official endorsementof such products or manufacturers, either expressed or implied, by the National Aeronautics andSpace Administration.Available from the following:NASA Center for AeroSpace Information (CASI)7121 Standard DriveHanover, MD 21076-1320(301) 621-0390National Technical Information Service (NTIS)5285 Port Royal RoadSpringfield, VA 22161-2171(703) 487-4650
AIAA 2002-0820GROUND AND FLIGHT EVALUATION OF A SMALL-SCALEINFLATABLE-WINGED AIRCRAFTJames E. Murray*, Joseph W. Pahle*, Stephen V. Thornton†, Shannon Vogus‡NASA Dryden Flight Research CenterEdwards, CaliforniaTony Frackowiak§Analytical Services & Materials, Inc.Hampton, VirginiaJoseph D. Mello, PhD¶California Polytechnic UniversitySan Luis Obispo, CaliforniaBrook Norton**Vertigo, Inc.Lake Elsinore, Californiathe inflatable wing. In-flight inflation of the wing wasdemonstrated in three flight operations, and measuredflight data illustrated the dynamic characteristicsduring wing inflation and transition to controlledlifting flight. Wing inflation was rapid and the vehicledynamics during inflation and transition were benign.The resulting angles of attack and of sideslip weresmall, and the dynamic response was limited to rolland heave motions.AbstractA small-scale, instrumented research aircraft wasflown to investigate the flight characteristics ofinflatable wings. Ground tests measured the staticstructural characteristics of the wing at differentinflation pressures, and these results comparedfavorably with analytical predictions. A researchquality instrumentation system was assembled,largely from commercial off-the-shelf components,and installed in the aircraft. Initial flight operationswere conducted with a conventional rigid winghaving the same dimensions as the inflatable wing.Subsequent flights were conducted with the inflatablewing. Research maneuvers were executed to identifythe trim, aerodynamic performance, and longitudinalstability and control characteristics of the vehicle inits different wing configurations. For the angle-ofattack range spanned in this flight program, measuredflight data demonstrated that the rigid wing was aneffective simulator of the lift-generating capability ofNomenclatureαangle of attack, degβangle of sideslip, degannormal acceleration, gCGcenter of gravityCmαCmδeCNCN* Aerospace Engineer, member.† Branch Chief.‡ Aerospace Engineer.§ Aerospace Technician.¶ Associate Professor.**Technologies Program Manager, member.Copyright 2001 by the American Institute of Aeronautics andAstronautics, Inc. No copyright is asserted in the United States underTitle 17, U.S. Code. The U.S. Government has a royalty-free licenseto exercise all rights under the copyright claimed herein forGovernmental purposes. All other rights are reserved by the copyrightowner.longitudinal stability parameter, 1/degsymmetric elevon control effectivenessparameter, 1/degnormal force coefficientαnormal-force curve slope parameter, 1/degCOTScommercial off-the-shelfEMIelectromagnetic interferenceGPSGlobal Positioning Systemgacceleration of gravitymgvehicle weight, lbNASANational Aeronautics and SpaceAdministration1American Institute of Aeronautics and Astronautics
POPUpushover-pulluppsigpounds per square inch gageqdynamic pressure, lb/ft2R/Cradio controlSrefreference area, ft2maturation of miniaturized sensor technology, troller hardware by the electronics industryhas enabled research-quality instrumentation systemsonboard small-scale vehicles with only a modestweight, power, and cost impact.IntroductionThis paper presents the results of ground and flighttests applied to a small-scale, research aircraft with aninflatable wing. The inflatable wing and aircraftconfiguration are briefly described. Data from staticload tests are compared with analytical results for thewing alone. Development of an inflation system, wingstowage and retention system, and researchinstrumentation are described. Data from the onboardresearch instrumentation system are used to comparethe trim, performance, and stability and controlcharacteristics of the vehicle when configured with theinflatable wing and with a similar rigid wing. Finally,flight data and ground-based photo images are used toillustrate the dynamic characteristics of the vehicleduring in-flight wing inflation and transition tocontrolled lifting flight. Notice: Use of trade names ornames of manufacturers in this document does notconstitute an official endorsement of such products ormanufacturers, either expressed or implied, by theNational Aeronautics and Space Administration.Inflatable structures have been considered for andapplied to a number of aerospace applications. Earlydesigners1 considered pressurized tubular structures tocarry some of the aerodynamic flight loads. In the1950s, inflatable aircraft designs, including theGoodyear Inflatoplane2-4 and the ML Aviation Utility5were fabricated using pressurized airfoil shapes inwhich a noncylindrical shape was maintained byinternal tension members. These low-pressure systemsincluded external bracing to carry some of theaerodynamic loads. In the 1960s, a reentry vehicleconcept6 was proposed using inflatable tubularstructures. Recent concepts include both baffled,segmented wing designs7 and designs using multiplepressurized spars to roughly define the airfoil shapeand to carry the aerodynamic loads.8 Material andfabrication advances have allowed current designs9, 10to operate at high inflation pressure and support fullycantilevered aerodynamic loads, and severalapplications have been demonstrated in flight.11Inflatable Wing DescriptionInflatable wings produced for previously completedU.S. Navy research and development were madeavailable to researchers at NASA Dryden FlightResearch Center. These inflatable wings wereintegrated into the design of two small-scale (15-25lb), instrumented, research aircraft configurations: apusher-powered conventional configuration (I-2000),and an unpowered winged lifting-body configuration.Only the results from the I-2000 are contained in thispaper. Conventional ground and flight test techniqueswere applied to this research aircraft to gain anunderstanding of the structural, aerodynamic, f-the-art inflatable wings.The inflatable wings used in this program weredesigned and fabricated by Vertigo, Inc. (LakeElsinore, California) for a U.S. Navy program. Theinflatable wings fabricated for this U.S. Navy programwere provided to NASA Dryden at no cost, and tworesearch vehicles were designed around these wings.Figure 1 shows a simplified schematic of the wing.The inflatable wing contains five inflatable,cylindrical spars that run spanwise from tip to tip. Thespars are made of spirally braided Vectran threads (aCelanese AG product) laid over a urethane gas barrier.A fabric webbing spar cap is aligned on the top andbottom of each of the spars. The wing span is 64 in. tipto tip, and the chord is 7.25 in. The airfoil is arelatively thick, symmetric section NACA-0021. Thewing does not contain any control surfaces. A manifoldat the center of the wing holds the wing spars inposition and provides a rigid connection between thehigh-pressure gas source (150 psig to 300 psig) and theGround and flight testing of inflatable structures atsmall scale is attractive for several reasons. Mostground and flight test operations are greatly simplifiedwhen the mass of the test vehicle is low. Vehiclefabrication costs, personnel costs, and test range costsare all reduced with smaller vehicles. Furthermore, the2American Institute of Aeronautics and Astronautics
Unidirectionalspar capSpirally braidedVectranRip-stop nylonouter skinSparcross sectionUrethanegas barrierHigh pressure sparOpen-cellfoamManifold and wingattachment structureWingtipplate7.25in.Open-cell foam64 in.010459Figure 1. Inflatable wing structure.and wing-inflation systems. The vehicle was configuredwith a large, rigid H-tail with large control surfaces (2elevons and 2 rudders) to enhance stability, damping,and control authority, as well as to facilitate integrationof the I-2000 with a carrier aircraft for air-launchedoperations. Because the inflatable wings had no controlsurfaces, full three-axis control was effected only by thetail control surfaces; the symmetric elevon controlledpitch, the differential elevon controlled roll, and thesymmetric rudder controlled yaw.wing spars. Once in the manifold, the high-pressuregas passes into each spar through an inflation pin thatis mounted in the manifold. Between the spars and tothe trailing edge of the wing is open-cell foam bondedto the spars and to a rip-stop nylon outer skin.Additionally, a rib at each tip rigidly connects all thespars to establish wing torsional stiffness. Thermallyactivated adhesives are used to bond the spars, foam,and the nylon skin into a contiguous wing structure.I-2000 Vehicle DescriptionThe I-2000 was capable of flight in any one of threewing configurations: rigid wing, a conventionalfoam-and-fiberglass wing using geometry identical tothat of the inflatable wing, preinflated wing, a winginflated on the ground prior to flight, or in-flightinflated wing, a wing capable of inflation while inflight. Conversion among the three wingconfigurations was facilitated by fabricating multiplewing-deck assemblies to mate with the fuselageassembly. The fuselage assembly contained theprimary aircraft systems, while each wing-deckassembly held the remaining systems required tosupport the specific wing configuration (e.g. inflationsystem hardware). Longitudinal center-of-gravity(CG) locations were identical for all configurations,although the vertical CG location did vary withTo evaluate a small-scale inflatable wing, a researchaircraft designated the I-2000 was designed and built.The I-2000 research vehicle, shown in figure 2, is afairly conventional aircraft configuration. This vehiclewas designed to maximize operational flexibility and thequality of research data obtained in the flight program.The vehicle was designed for flight as either a poweredconfiguration capable of conventional takeoff andlanding, or as an unpowered glider configurationcapable of being air-launched from a separate, poweredcarrier aircraft. The powered I-2000 was designed as apusher to leave the nose clear for an airdata probe andmaximize the quality of the airdata measurements. Thefuselage was made large and boxlike to allow thefreedom to install the onboard systems, includinginstrumentation, fuel tanks, uplink control hardware,3American Institute of Aeronautics and Astronautics
configuration. Vehicle weight ranged from 11.0 to15.7 lb throughout the flight program.Inflatable Wing Structural TestingTo structurally characterize the inflatable wing inpreparation for flight testing, a series of static load testswas conducted. The wing was mounted at thecenterline by clamping the inflation manifold in a rigidfixture (fig 3). Wing inflation pressure was supplied byregulated gaseous nitrogen. The loads were appliedsymmetrically and vertically at the wingtips using linearelectromechanical actuators. Preliminary tests wereconducted to determine the shear center of the wing.The actuators were then moved to the shear centerposition at the wingtips to induce a bending load withno torsional component. The applied loads weremeasured using load cells and recorded on a personalcomputer-based data acquisition system. Wingtipdeflections were monitored with linear displacementsensors.Preinflated configurationRigid wing configurationLoad ctuatorLineardisplacementsensors64.00in.6.50 in.010461Figure 3. Static structural testing of the inflatable wing.Loading tests were conducted using three differentwing inflation pressures: 150 psig, 225 psig, and 300psig. Figure 4 presents the test results for the left wingpanel. Beginning at zero load and zero deflection, thereis a characteristic and almost linear increase of loadwith increasing deflection for the first portion of thecurve, followed by a significant reduction in slope out tothe maximal load and deflection. The return path to theunloaded condition creates a hysteresis loop, with loadbeing somewhat less for the decreasing load conditionthan for the increasing load condition at the samedeflection. The physical mechanism that creates thehysteresis loop is unknown. Visual inspection duringRuddercontrolsurfaces7.01 in.0104651.38 in.Figure 2. I-2000 research vehicle.4American Institute of Aeronautics and Astronautics
researchers12-14 have successfully employed mechanicsof materials methods to inflated structures similar to theinflatable wing; this work was limited to single tubes orstructures in general. In the present work these methodswere extended to the multi-spar configuration of theinflatable wing. Also, previous work employedhomogeneous, isotropic, constant cross sectionstructures. Because the composite micromechanics ofthe material and structure of the inflatable wing spar wasmore complicated, and because of the complex andprogressive nature of the 5-tube response, the governingequations were coded in a MATLAB script file toanalytically predict the behavior.302520Load, 15lb10Wing inflationpressure5150 psig225 psig300 psig0123456Deflection, in.789010462Figure 4. Left wingtip load as a function of wingtipdeflection.Figure 5 shows these results from the mechanics ofmaterials analytical approach compared to test data. Themodel captures three salient characteristics of the testdata: the pre-wrinkle or initial linear slope (which isindependent of inflation pressure), the slope change atonset of wrinkling, and the linear increase in intialwrinkle load with inflation pressure. The model slightlyunderpredicts the stiffness of the structure in the linearregion and overpredicts the post-wrinkle deflection.From these results, it appears that the inflated wingstructure can be modeled effectively. A mechanics ofmaterials type approach seems robust and isrecommended for preliminary wing design.Themethods developed here could possibly be extended tothe testing confirmed that wrinkles in the spar tubesformed (or relaxed) at the wing root during the period ofslope change.Inflatable Wing Structural AnalysisA brief analytical study was conducted tocomplement the inflatable wing testing. The purpose ofthis work was to investigate analytical andcomputational structural models that might beapplicable to this type of structure. The results offersome insight into wing behavior and some appropriateanalysis and modeling techniques.During the structural testing, inspection of thestructure while under load and a study of test data led tothe following observations.These are key inunderstanding the behavior and the subsequentdevelopment of appropriate modeling techniques.Testdata150 psig225 psig300 psigAnalyticalresults150 psig225 psig300 psigOnset ofwrinkling25 The initial (linear) stiffness of the wing is nearly thesame throughout the range of inflation pressurestested.2015 The load at which the onset of wrinkling occursappears to be a linear function of inflation pressure.Load,lb10 Inspection under the wing covering and foam in theroot region, during tests, revealed that the spar capsin the upper tubes wrinkle progressively in thenonlinear range of the wingtip load as a function ofdisplacement.50Two basic modeling approaches were investigated: amechanics of materials analytical approach and a finiteelement approach. Only the results of the mechanics ofmaterials analytical approach are presented. Many246Deflection, in.810010463Figure 5. Analytical results compared to test data forwingtip load as a function of deflection.5American Institute of Aeronautics and Astronautics
include torsion and the superposition of bending andtorsion. However, it may be more economical toinvestigate simplified finite-element models for theseother loading types.vessel was mated with a COTS adjustable regulator thatincluded an integrated fill port, pressure relief plug, andmanually-actuated source valve (fig 7). The output ofthe integrated regulator assembly was connected to thewing inflation manifold. Dry nitrogen was used for allground and flight tests.To accurately model the nonlinear response of such astructure beyond the onset of wrinkling would requireadditional testing and computational development. Aspecialized finite-element model and a material modelmay be required to deal with the inherent numericalstability problems for such a structure.Fill portManual valveInflation Gas Subsystem Design and TestingSelection of wing inflation pressure was based on theresults of the static structural characterization of theinflatable wing. The wingtip load corresponding to theonset of wrinkling was determined for each inflationpressure tested (fig 5). Assuming an elliptical wing liftdistribution and a 15-lb vehicle gross weight, the vehicleload factor corresponding to the wingtip load at theonset of wrinkling was calculated. Figure 6 shows thevehicle load factor at onset of wrinkling as a function ofinflation pressure. Based on these results, a minimumwing inflation pressure of 180 psig was selected formost flight operations to allow for a 3.5-g envelope.RegulatorFigure 7. Inflation gas subsystem pressure vessel andregulator.The same inflation gas subsystem was used for bothpre-inflated flights and for in-flight inflation operations.When configured for pre-inflated flights, the wing wasslowly inflated on the ground and only the final wingpressure was important. For these flights, the regulatorpressure was set at the desired wing pressure (180 to240 psig), and the high-pressure source tank waspressurized before flight to approximately 500 psig.The excess gas in the high-pressure source tank wasthen available during flight to make up any losses in thesystem resulting from leakage.65Loadfactor 4atonset ofwrinkling, 3g21When configured for in-flight inflation, the inflationgas subsytem was required to control both the final wingpressure and the wing inflation rate.In thisconfiguration, the adjustable regulator was effectivelyused as an adjustable orifice and the wing inflationsystem was a blow down (unregulated) system. Finalwing pressure was controlled exclusively by the initialpressure in the high-pressure source tank; an initial tankpressure of approximately 1800 psig would yield thedesired final wing (and tank) pressure of approximately180 psig. Mass flow rate, and thus wing inflation rate,was strongly dependent on the regulator set point, andtherefore wing inflation rate was controllable by meansof the regulator pressure set point.0200250300Inflation pressure, psigPressurerelief010465715035 in3pressurevessel350010464Figure 6. Allowable load factor as a function of winginflation pressure.Laboratory testing measured the wing leak-rate underthe expected flight load, vibration, and temperatureconditions. The results allowed appropriate sizing of theonboard inflation gas subsystem for the expected flightduration. A small commercial off-the-shelf (COTS)pressure vessel with a volume of approximately 35 in3was selected as the high-pressure source tank. This6American Institute of Aeronautics and Astronautics
Laboratory testing was used to find the regulator setpoint corresponding to the desired wing inflation rate.In order to limit the number of inflation cyclesconducted with the actual wings, a rigid pressure vesselwith volume equivalent to the inflatable wings was usedas a wing simulator. Figure 8 shows the pressure timehistory within this wing simulator as a function of theregulator pressure set point. The maximum allowableinflation rate was specified by the wing manufacturer.The desired inflation rate was determined fromsimulation, indicating the required load factor as afunction of time for a pullout from a ballistic trajectory.Based on these test results, a regulator set point of 500psig was selected for the in-flight inflation operations.Figure 9. I-2000 research vehicle mated with air-launchcarrier aircraft.wings in both stowed and inflated configurations. Eachwing panel was z-folded from the wingtip and thestowed structure was retained along the side of thefuselage with a horizontal fabric strap. Each fabric strapMinimum allowableinflation rateMaximum allowableinflation rate200180160140120Wingpressure, 100psig80Regulatorset point,psig200300400500600604020012345Time, sec678010466Figure 8. Wing inflation pressure time history as afunction of regulator set point.Wing Stowage and Retention SubsystemDesignFor in-flight inflation operations, the I-2000 researchvehicle with its wings deflated and stowed was carriedto its release altitude mated with the air-launch carrieraircraft (fig 9). A system was required for stowing andretaining the deflated wings while the research vehiclewas mated with the air-launch carrier aircraft and whilethe research vehicle was in ballistic flight prior to winginflation. For the I-2000, there was no requirement forthe deflated wings to be stowed within the body of thevehicle. Figure 10 shows the I-2000 vehicle with theFigure 10. Photo comparison of I-2000 with wingsstowed (top) and inflated (bottom).7American Institute of Aeronautics and Astronautics
Extensive ground testing was used to adjust therelative timing, using the wing simulator to replace theactual wing test article. Finally, a single ground test ofthe integrated in-flight inflation system was done forflight qualification.was fixed to the fuselage at its front and was terminatedwith a loop at the aft end. Each loop end was retainedby a pin driven by a small pneumatic actuator mountedon the fuselage just aft of the stowed wing assembly.Inflation System Integration and TestingAirborne Systems and InstrumentationThe inflation gas subsystem and the wing stowagesubsystem were integrated to form the complete winginflation system. A schematic of the integrated systemis shown in figure 11. The primary objective of thewing inflation system integration was to reliably controlthe relative timing of the wing-retention pin release andthe wing inflation valve opening. The timing objectivewas for pin release to occur 100 msec ( 50 msec) priorto valve opening. Two small pneumatic cylindersactuated the wing retention pins and one largerpneumatic cylinder actuated the wing inflation valve.Two small mechanically driven spool valves controlledthe flow of low-pressure (120 psig) actuation gas to thepneumatic cylinders. Two small servoactuators drovethe spool valves. Relative timing of wing-retention pinrelease and wing inflation valve opening was controlledby modifying the relative timing of the command signalto the separate servoactuators.Highpressurefill portThe research vehicle was equipped with a COTScommand-uplink radio control (R/C) system. Theground research pilot kept the research vehicle in directsight throughout each flight operation, and controlled allaspects of the research mission with a COTS uplinkcontrol computer-transmitter. Control surface gains,throws, and interconnects, as well as stick shaping andtrim capability were available to the research pilotthrough the computer-transmitter. Onboard systemsincluded a receiver-computer, conventional R/Cservoactuators, and redundant battery power systems.No additional stability augmentation or rate dampingwas implemented onboard the research vehicle.The vehicle was instrumented for flight dynamics,performance, and subsystem health measurements. Thecore of the instrumentation system was a small ngine. This system was supplemented with powerHigh pressure N2 tank (35 in3) (1800 psig)WinginflationvalveWing releaseactuation tank(120 psig)WinginflationpneumaticcylinderPxtank Tank pressuretransducerWing inflationactuation tank(120 psig)FillportsWing releaseservoactuatorWing releasespool valveWing inflationservoactuatorWing inflationspool valveLeft wingretentionpneumaticcylinderRight gulatorPxwingLeftwingpanelWingmanifoldWing manifoldpressuretransducerRightwingpanelFigure 11. Schematic of the integrated in-flight-inflation system.8American Institute of Aeronautics and Astronautics010468
suspension geometry. Three separate orthogonalsuspension orientations were used to identify theimportant components of the inertia tensor. Thedifferent suspension orientations allowed comparison ofthe measured inertia tensor components from differentexperiments, improving confidence in the results.conditioning and signal conditioning circuit boardsappropriate for the analog transducers used. Duringeach flight operation, research data were logged toonboard system memory, and the data were downloadedto a laptop computer at the end of each flight for furtherprocessing and analysis. There was no downlink systemfor the flight data.Instrumentation selection was driven by availabilityand the desire to minimize weight, power required, andcost. All instrumentation components were COTS units.Each control surface position was instrumented with acontrol-position transducer. All airdata measurementswere made with a small airdata probe. On the probe,angle of attack ( α ) and angle of sideslip ( β ) wereinstrumented with vane-driven potentiometers. Pitotand static ports on the probe were plumbed with tubingto absolute (static) and differential (pitot minus static)piezoresistive pressure transducers mounted in thevehicle body. Body-axis angular rates were measuredwith ceramic Coriolis-effect rate transducers, andbody-axis acceleration measurements were made with atriaxial piezoresistive accelerometer package. Vehicleattitude was not directly measured; postflight trajectoryreconstruction was used to synthesize vehicle pitchattitude during wings-level flight by using measuredaltitude rate and α . High-pressure tank and winginflation pressure measurements were made withpiezoresistive gage pressure transducers fabricated instainless steel enclosures.Figure 12. Test configuration for inertia swing onI-2000 (suspension lines exaggerated for clarity).Prior to the initiation of flight operations, theelectromagnetic interference (EMI) susceptibility of theuplink-command system to the additional onboardsystems was measured through a standard range-test
The inflatable wings used in this program were designed and fabricated by Vertigo, Inc. (Lake Elsinore, California) for a U.S. Navy program. The inflatable wings fabricated for this U.S. Navy program were provided to NASA Dryden at no cost, and two research vehicles were designed around these wings. Figure 1 shows a simplified schematic of .
Flight Operation Quality Assurance (FOQA) programs are today customary among major . EASA European Aviation Safety Agency F/D Flight Director . FAF Final Approach and Fix point FCOM Flight Crew Operating Manual FCTM Flight Crew Training Manual FDAP Flight Data Analysis Program FDM Flight Data Monitoring FLCH Flight Level Change FMC Flight .
Using ASA’s Flight Planner A flight log is an important part in the preparation for a safe flight. The flight log is needed during flight to check your groundspeed and monitor flight progress to ensure you are staying on course. The Flight Planner has two sections; the Preflight side is used for pre-
‘757 Captain’ Sim FLIGHT MANUAL Part III – Normal Procedures DO NOT USE FOR FLIGHT AMPLIFIED PROCEDURES EXTERIOR INSPECTION Prior to each flight, a flight crew member or the maintenance crew must verify the airplane is acceptable for flight. Check: - Flight control surfaces unobstructed and all surfaces clear of ice, snow, or frost.
offically licensed cessna products from saitek pro flight avilable at: www.saitek.com pro flight cessna rudder pedals flight pedals with toe brakes pro flight cessna yoke system flight yoke and 3 lever quadrant modual pro flight cessna trim wheel
Flight Center will participate in flight training activities to verify safe and effective flight training. 2.2 Chief Flight Instructor The Chief Flight Instructor is responsible for the day-to-day operations of the Flight Center. He is the principle point-of-contact to the FAA for the University of Dubuque. He ensures
means before the flight becomes official. A flight of less than 60 seconds duration will be considered a delayed flight; one delayed flight shall be allowed for each of the five official flights. After a delayed flight, the next launch shall result in an official flight being recorde
GLOSSARY ACMS: Aircraft Condition Monitoring System AFDAU: Auxiliary Flight Data Acquisition Unit APM: Aircraft Performance Monitoring ASR: Aviation Safety Report CRM: Crew Resource Management CVR: Cockpit Voice Recorder DFDR: Digital Flight Data Recorder FDA: Flight Data Analysis FDAU: Flight Data Acquisition Unit FDEP: Flight Data Entry Panel FDM: Flight Data Monitoring
Jay Flight SLX: Page 4 The 2017 Jay Flight SLX lineup features numerous easy-to-tow models Jay Flight: Page 6 The 2017 Jay Flight lineup boasts family-friendly floorplans ranging from 23 to 38 feet in length Jay Flight Bungalow: Page 14 Each spacious 2017 Jay Flight Bungalow model includes several standard residential features
