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Active Aeroelastic Wing (AAW
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EC02-0203-46 The upper wing
…
4/22/09
| Description |
EC02-0203-46 The upper wing surfaces of the Active Aeroelastic Wing F/A-18 test aircraft are covered with accelerometers and other sensors during ground vibration tests at NASA Dryden Flight Research Center. An electro-mechanical shaker device (blue cylinder at lower right) generates vibrations into the airframe during the tests, which help engineers determine if aerodynamically induced vibrations are controlled or suppressed during flight. The tests were the last major ground tests prior to the initiation of research flights. ›, Read Project Description August 22, 2002 NASA Photo / Tom Tschida |
| Date |
4/22/09 |
|
A85-0201-4
ELECTRO-EXPLOUSIVE DE-ICER W
…
1/17/07
| Description |
ELECTRO-EXPLOUSIVE DE-ICER W/ LEN HASLIM (left) and BOB LEE (right) |
| Date |
1/17/07 |
|
AC85-0201-8
ELECTRO-EXPLOUSIVE DE-ICER W
…
1/18/07
| Description |
ELECTRO-EXPLOUSIVE DE-ICER W/Left to right: LEN HASLIM AND AMES DIRECTOR WILLIAM "BILL" BALLHAUS and BOB LEE |
| Date |
1/18/07 |
|
AC87-0501
Date:July 13, 1987 Illustrat
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7/13/87
| Description |
Date:July 13, 1987 Illustration NASA Ames Research Center developed Icing Protection System: Electro-Expuisive Deicing System. (P.I. Dr Lenord Haslim) |
| Date |
7/13/87 |
|
AC89-0458
Date: July 28, 1989 Composit
…
7/28/89
| Description |
Date: July 28, 1989 Composite Art Electro Explusive Separation System (EESS) showing where application would be most effective for deicing and anti-icing |
| Date |
7/28/89 |
|
Proteus UAV collision-avoida
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Proteus UAV collision-avoida
…
Proteus UAV collision-avoida
…
| Photo Description |
An ocean color senor, a passive microwave vertical sounder and an electro-optical sensor were mounted on the Altair UAV for the NOAA-NASA flight demonstration. |
| Project Description |
The remotely-piloted Altair unmanned aerial vehicle (UAV) was developed by General Atomics Aeronautical Systems, Inc., (GA-ASI) for NASA under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA is using the Altair as a long-endurance, high-altitude platform for development of UAV technologies and environmental science missions. As a technology demonstrator, Altair will help validate a variety of command and control technologies for UAVs, including over-the-horizon control, collision-avoidance and other technologies required to enable UAVs to operate safely and routinely with other aircraft in the national airspace. It is also being used to demonstrate the capabilities of UAVs to conduct missions related to Earth Science, disaster management, homeland security and law enforcement. The Altair took to the air on its first checkout flight on June 9, 2003 at El Mirage, California. The Altair is a modified version of GA-ASI's MQ-9 Predator B unmanned aerial vehicle (UAV) that was developed for the U.S. Air Force. Differences from the military aircraft include a longer wingspan to enable the Altair to sustain higher altitudes, a triplex redundant flight control system and modified avionics and electronics to support its civil missions. It is flown by a pilot from a ground control station, with flight commands and data relayed to and from the aircraft via either a satellite communications link or by direct radio link. The Altair also has full Global Positioning System (GPS) capability to assist in navigation. The Altair is designed to carry a 700-lb. payload of instruments and imaging equipment in its forward fuselage payload bay for as long as 32 hours at up to 52,000 feet altitude. It can also carry up to 3,000 pounds of payload externally at lower altitudes and for shorter durations. Eleven-foot extensions on each wing give the Altair an overall wingspan of 86 feet with an aspect ratio of 23. Built almost entirely of composite materials, Altair is powered by a 700-hp. rear-mounted Honeywell TPE-331-10 turboprop engine, driving a three-blade propeller. It has a maximum gross takeoff weight of 7,400 lbs, including 3,000 lbs of fuel. Following successful completion of basic airworthiness flight tests in 2003, Altair is currently being leased by NASA for a five-year period and is scheduled to eventually be acquired by NASA to serve as an aerial platform to support the aerospace agency's suborbital science program. |
| Photo Date |
April 20, 2005 |
|
| Photo Description |
A satellite antenna, electro-optical/infrared and ocean color sensors (front) were among payloads installed on the Altair for the NOAA-NASA UAV flight demonstration. |
| Project Description |
The remotely-piloted Altair unmanned aerial vehicle (UAV) was developed by General Atomics Aeronautical Systems, Inc., (GA-ASI) for NASA under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA is using the Altair as a long-endurance, high-altitude platform for development of UAV technologies and environmental science missions. As a technology demonstrator, Altair will help validate a variety of command and control technologies for UAVs, including over-the-horizon control, collision-avoidance and other technologies required to enable UAVs to operate safely and routinely with other aircraft in the national airspace. It is also being used to demonstrate the capabilities of UAVs to conduct missions related to Earth Science, disaster management, homeland security and law enforcement. The Altair took to the air on its first checkout flight on June 9, 2003 at El Mirage, California. The Altair is a modified version of GA-ASI's MQ-9 Predator B unmanned aerial vehicle (UAV) that was developed for the U.S. Air Force. Differences from the military aircraft include a longer wingspan to enable the Altair to sustain higher altitudes, a triplex redundant flight control system and modified avionics and electronics to support its civil missions. It is flown by a pilot from a ground control station, with flight commands and data relayed to and from the aircraft via either a satellite communications link or by direct radio link. The Altair also has full Global Positioning System (GPS) capability to assist in navigation. The Altair is designed to carry a 700-lb. payload of instruments and imaging equipment in its forward fuselage payload bay for as long as 32 hours at up to 52,000 feet altitude. It can also carry up to 3,000 pounds of payload externally at lower altitudes and for shorter durations. Eleven-foot extensions on each wing give the Altair an overall wingspan of 86 feet with an aspect ratio of 23. Built almost entirely of composite materials, Altair is powered by a 700-hp. rear-mounted Honeywell TPE-331-10 turboprop engine, driving a three-blade propeller. It has a maximum gross takeoff weight of 7,400 lbs, including 3,000 lbs of fuel. Following successful completion of basic airworthiness flight tests in 2003, Altair is currently being leased by NASA for a five-year period and is scheduled to eventually be acquired by NASA to serve as an aerial platform to support the aerospace agency's suborbital science program. |
| Photo Date |
April 20, 2005 |
|
Proteus aircraft low-level f
…
| Photo Description |
Proteus aircraft low-level flyby at Las Cruces Airport. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
March 15, 2002 |
|
The upper wing surfaces of t
…
| Photo Description |
The upper wing surfaces of the Active Aeroelastic Wing F/A-18 test aircraft are covered with accelerometers and other sensors during ground vibration tests at NASA Dryden Flight Research Center. An electro-mechanical shaker device (blue cylinder at lower right) generates vibrations into the airframe during the tests, which help engineers determine if aerodynamically induced vibrations are controlled or suppressed during flight. The tests were the last major ground tests prior to the initiation of research flights. |
| Project Description |
The Active Aeroelastic Wing project at NASA's Dryden Flight Research Center is a two-phase flight research program that is investigating the potential of aerodynamically twisting flexible wings to improve roll maneuverability of high-performance aircraft at transonic and supersonic speeds. Traditional control surfaces such as ailerons and leading-edge flaps are used as active trim tabs to aerodynamically induce the twist. From flight test and simulation data, the program is developing structural modeling techniques and tools to help design lighter, more flexible high aspect-ratio wings for future high-performance aircraft, which could translate to more economical operation or greater payload capability. The program uses a modified F/A-18A Hornet as its testbed aircraft, with wings that were modified to the flexibility of the original pre-production F-18 wing. Other aircraft modifications include a new actuator to operate the outboard portion of a divided leading edge flap over a greater range and rate, and a research flight control system to host the aeroelastic wing control laws. AAW flight tests began in November, 2002 with checkout and parameter-identification flights. Based on data obtained during 50 research flights over a five-month period, new AAW flight control software was then developed over the following year. A second series of research flights began in late 2004 evaluated the AAW concept in a real-world flight environment, using the newly created control laws in the aircaft's research flight control computer. About 45 research missions were flown over a four-month period in the second phase of flight testing that concluded in March, 2005. Extensive analysis of data acquired during the project is continuing at NASA Dryden. The Active Aeroelastic Wing Program is jointly funded and managed by the Air Force Research Laboratory and NASA Dryden Flight Research Center, with Boeing's Phantom Works as prime contractor for wing modifications and flight control software development. The F/A-18A aircraft was provided by the Naval Aviation Systems Test Team and modified for its research role by NASA Dryden technicians. |
| Photo Date |
August 22, 2002 |
|
Proteus DSA control room in
…
| Photo Description |
Proteus DSA control room in Mojave, CA (L to R) Jean-Pierre Soucy, Amphitech International Software engineer Craig Bomben, NASA Dryden Test Pilot Pete Siebold, (with headset, at computer controls) Scaled Composites pilot Bob Roehm, New Mexico State University (NMSU) UAV Technical Analysis Application Center (TAAC) Chuck Coleman, Scaled Composites Pilot Kari Sortland, NMSU TAAC Russell Wolfe, Modern Technology Solutions, Inc. Scaled Composites' unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
April 3, 2003 |
|
Amphitech Radar on Proteus
| Photo Description |
An Amphitech OASys Ka-band radar was the primary sensor installed on Scaled Composites' Proteus for the second phase of NASA-sponsored unmanned aerial vehicle Detect, See and Avoid flight tests. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
April 1, 2003 |
|
Proteus front view in flight
| Photo Description |
Scaled Composites' unique tandem-wing Proteus was the testbed for a series of UAV collision-avoidance flight demonstrations. An Amphitech 35GHz radar unit installed below Proteus' nose was the primary sensor for the Detect, See and Avoid tests. |
| Project Description |
The Proteus is a unique aircraft, designed as a high-altitude, long-duration telecommunications relay platform with potential for use on atmospheric sampling and Earth-monitoring science missions. Designed by Burt Rutan, president of Scaled Composites, LLC, of Mojave, Calif., Proteus is an "optionally piloted" aircraft ordinarily flown by two pilots in a pressurized cabin. However, it also has the capability to perform its missions semi-autonomously or flown remotely from the ground. The aircraft is designed to cruise at altitudes from 59,000 to more than 65,000 feet for up to 18 hours. It was designed to carry an 18-foot diameter telecommunications antenna system for relay of broadband data over major cities. The design allows Proteus to be reconfigured for a variety of other missions such as atmospheric research, reconnaissance, commercial imaging, and launch of small space satellites. It is designed for extreme reliability and low operating costs, and to operate out of general aviation airports with minimal support. Proteus has an all-composite airframe with graphite-epoxy sandwich construction. Its wingspan of 77 feet 7 inches is expandable to 92 feet with removable wingtips installed. Proteus is 56.3 feet long, 17.6 feet high and weighs 5,900 pounds empty. Proteus is powered by two Williams FJ44-2 turbofan engines, each rated at 2,300 pounds of thrust. Flight testing of the Proteus began in the summer of 1998 at Mojave Airport and continued through the end of 1999. Under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, NASA's Dryden Flight Research Center assisted Scaled Composites in developing a sophisticated station-keeping autopilot system and a satellite communications (SATCOM)-based uplink-downlink data system for Proteus' performance and payload data. Flight testing included the installation and checkout of the autopilot system, including the refinement of the altitude hold and altitude change software. The SATCOM equipment, including avionics and antenna systems, was installed and checked out in several flight tests. The systems performed flawlessly during Proteus' deployment to the Paris Airshow in 1999. NASA has used Proteus as a testbed for a variety of technologies related to maturing unmanned air vehicles (UAVs) for use in civil applications. A small Airborne Real-Time Imaging System (ARTIS) camera, developed by HyperSpectral Sciences, Inc., under NASA's ERAST project, was demonstrated during the summer of 1999 when it took visual and near-infrared photos from Proteus while it was flying high over the Experimental Aircraft Association's "AirVenture 99" Airshow at Oshkosh, Wisc. The images were displayed on a computer monitor at the show only moments after they were taken. In March 2002, NASA Dryden, in cooperation with New Mexico State University's Technical Analysis and Applications Center (TAAC), the FAA and several other entities, conducted flight demonstrations of an active detect, see, and avoid (DSA) system for potential application to unmanned aerial vehicles (UAVs) out of Las Cruces, New Mexico. Proteus was flown as a surrogate UAV controlled remotely from the ground, although safety pilots were aboard to handle takeoff and landing and any potential emergencies. Three other aircraft, ranging from general aviation aircraft to a NASA F/A-18, served as "cooperative" target aircraft with an operating transponder. In each of 18 different scenarios, a Goodrich Skywatch HP Traffic Advisory System (TAS) on the Proteus detected approaching air traffic on potential collision courses, including several scenarios with two aircraft approaching from different directions. The remote pilot then directed Proteus to turn, climb or descend as needed to avoid the potential threat. In April 2003, a second series of flight demonstrations focusing on "non-cooperative" aircraft (those without operating transponders), was conducted in restricted airspace near Mojave, Calif., again using the Proteus as a surrogate UAV. Proteus was equipped with a small Amphitech OASys 35 Ghz primary radar system to detect potential intruder aircraft on simulated collision courses. The radar data was telemetered directly to the ground station as well as via an Inmarsat satellite system installed on Proteus. A mix of seven intruder aircraft, ranging from a sailplane to a high-speed jet, flew 20 scenarios over a four-day period, one or two aircraft at a time. In each case, the radar picked up the intruding aircraft at ranges from 2.5 to 6.5 miles, depending on the intruder's radar signature. Proteus' remote pilot on the ground was able to direct Proteus to take evasive action if needed. Based on the preliminary results of both series of tests, project engineers believe that some upgrades would have to be made to both the Skywatch and the OASys detection systems to maximize their effectiveness as collision-avoidance detection sensors for UAVs. Additional flight tests of other types of detection systems, such as electro-optical infrared devices, may occur in the future under a follow-on program in an effort to establish an equivalent level of safety for UAVs to that now required of manned aircraft. The ERAST Project is sponsored by the Office of Aerospace Technology at NASA Headquarters, and is managed by the Dryden Flight Research Center, Edwards, Calif. |
| Photo Date |
March 27, 2003 |
|
Testing of Twin Linear Aeros
…
| Name of Image |
Testing of Twin Linear Aerospike XRS-2200 Engine |
| Date of Image |
2001-08-06 |
| Full Description |
The test of twin Linear Aerospike XRS-2200 engines, originally built for the X-33 program, was performed on August 6, 2001 at NASA's Sternis Space Center, Mississippi. The engines were fired for the planned 90 seconds and reached a planned maximum power of 85 percent. NASA's Second Generation Reusable Launch Vehicle Program , also known as the Space Launch Initiative (SLI), is making advances in propulsion technology with this third and final successful engine hot fire, designed to test electro-mechanical actuators. Information learned from this hot fire test series about new electro-mechanical actuator technology, which controls the flow of propellants in rocket engines, could provide key advancements for the propulsion systems for future spacecraft. The Second Generation Reusable Launch Vehicle Program, led by NASA's Marshall Space Flight Center in Huntsville, Alabama, is a technology development program designed to increase safety and reliability while reducing costs for space travel. The X-33 program was cancelled in March 2001. |
|
Electro-Mechanical Actuators
| Name of Image |
Electro-Mechanical Actuators |
| Date of Image |
2001-08-01 |
| Full Description |
The electro-mechanical actuator, a new electronics technology, is an electronic system that provides the force needed to move valves that control the flow of propellant to the engine. It is proving to be advantageous for the main propulsion system plarned for a second generation reusable launch vehicle. Hydraulic actuators have been used successfully in rocket propulsion systems. However, they can leak when high pressure is exerted on such a fluid-filled hydraulic system. Also, hydraulic systems require significant maintenance and support equipment. The electro-mechanical actuator is proving to be low maintenance and the system weighs less than a hydraulic system. The electronic controller is a separate unit powering the actuator. Each actuator has its own control box. If a problem is detected, it can be replaced by simply removing one defective unit. The hydraulic systems must sustain significant hydraulic pressures in a rocket engine regardless of demand. The electro-mechanical actuator utilizes power only when needed. A goal of the Second Generation Reusable Launch Vehicle Program is to substantially improve safety and reliability while reducing the high cost of space travel. The electro-mechanical actuator was developed by the Propulsion Projects Office of the Second Generation Reusable Launch Vehicle Program at the Marshall Space Flight Center. |
|
Space Optic Manufacturing -
…
| Name of Image |
Space Optic Manufacturing - X-ray Mirror |
| Date of Image |
1998-08-31 |
| Full Description |
NASA's Space Optics Manufacturing Center has been working to expand our view of the universe via sophisticated new telescopes. The Optics Center's goal is to develop low-cost, advanced space optics technologies for the NASA program in the 21st century - including the long-term goal of imaging Earth-like planets in distant solar systems. To reduce the cost of mirror fabrication, Marshall Space Flight Center (MSFC) has developed replication techniques, the machinery and materials to replicate electro-formed nickel mirrors. The process allows fabricating precisely shaped mandrels to be used and reused as masters for replicating high-quality mirrors. This image shows a lightweight replicated x-ray mirror with gold coatings applied. |
|
Polishing X-ray Mirror Mandr
…
| Name of Image |
Polishing X-ray Mirror Mandrel |
| Date of Image |
1999-04-01 |
| Full Description |
NASA's Space Optics Manufacturing Center has been working to expand our view of the universe via sophisticated new telescopes. The Optics Center's goal is to develop low-cost, advanced space optics technologies for the NASA program in the 21st century - including the long-term goal of imaging Earth-like planets in distant solar systems. To reduce the cost of mirror fabrication, Marshall Space Flight Center (MSFC) has developed replication techniques, the machinery, and materials to replicate electro-formed nickel mirrors. The process allows fabricating precisely shaped mandrels to be used and reused as masters for replicating high-quality mirrors. MSFC's Space Optics Manufacturing Technology Center (SOMTC) has grinding and polishing equipment ranging from conventional spindles to custom-designed polishers. These capabilities allow us to grind precisely and polish a variety of optical devices, including x-ray mirror mandrels. This image shows Charlie Griffith polishing the half-meter mandrel at SOMTC. |
|
Shell Separation for Mirror
…
| Name of Image |
Shell Separation for Mirror Replication |
| Date of Image |
1999-04-01 |
| Full Description |
NASA's Space Optics Manufacturing Center has been working to expand our view of the universe via sophisticated new telescopes. The Optics Center's goal is to develop low-cost, advanced space optics technologies for the NASA program in the 21st century - including the long-term goal of imaging Earth-like planets in distant solar systems. To reduce the cost of mirror fabrication, Marshall Space Flight Center (MSFC) has developed replication techniques, the machinery, and materials to replicate electro-formed nickel mirrors. Optics replication uses reusable forms, called mandrels, to make telescope mirrors ready for final finishing. MSFC optical physicist Bill Jones monitors a device used to chill a mandrel, causing it to shrink and separate from the telescope mirror without deforming the mirror's precisely curved surface. |
|
Inspection of the Replicated
…
| Name of Image |
Inspection of the Replicated X-ray Mirror Mandrel |
| Date of Image |
1999-04-01 |
| Full Description |
NASA's Space Optics Manufacturing Center has been working to expand our view of the universe via sophisticated new telescopes. The Optics Center's goal is to develop low-cost, advanced space optics technologies to the NASA program in the 21st century - including the long-term goal of imaging Earth-like planets in distant solar systems. To reduce the cost of mirror fabrication, Marshall Space Flight Center (MSFC) has developed replication techniques, the machinery, and materials to replicate electro-formed nickel mirrors. The process allows fabricating precisely shaped mandrels to be used and reused as masters for replicating high-quality mirrors. Photograph shows J.R. Griffith inspecting a replicated x-ray mirror mandrel. |
|
Replicated Electro-Formed Ni
…
| Name of Image |
Replicated Electro-Formed Nickel Alloy Mirror |
| Date of Image |
1999-04-21 |
| Full Description |
NASA's Space Optics Manufacturing Center has been working to expand our view of the universe via sophisticated new telescopes. The Optics Center's goal is to develop low-cost, advanced space optics technologies for the NASA program in the 21st century - including the long-term goal of imaging Earth-like planets in distant solar systems. To reduce the cost of mirror fabrication, Marshall Space Flight Center (MSFC) has developed replication techniques, the machinery, and materials to replicate electro-formed nickel mirrors. The process allows fabricating precisely shaped mandrels to be used and reused as masters for replicating high-quality mirrors. Dr. Joe Ritter examines a replicated electro-formed nickel-alloy mirror which exemplifies the improvements in mirror fabrication techniques, with benefits such as dramtic weight reduction that have been achieved at the Marshall Space Flight Center's Space Optics Manufacturing Technology Center (SOMTC). |
|
Coating X-ray Mirror Mandrel
| Name of Image |
Coating X-ray Mirror Mandrel |
| Date of Image |
1999-04-01 |
| Full Description |
NASA's Space Optics Manufacturing Center has been working to expand our view of the universe via sophisticated new telescopes. The Optics Center's goal is to develop low-cost, advanced space optics technologies for the NASA program in the 21st century - including the long-term goal of imaging Earth-like planets in distant solar systems. To reduce the cost of mirror fabrication, Marshall Space Flight Center (MSFC) has developed replication techniques, the machinery, and materials to replicate electro-formed nickel mirrors. The process allows fabricating precisely shaped mandrels to be used and reused as masters for replicating high-quality mirrors. Image shows Dr. Alan Shapiro cleaning mirror mandrel to be applied with highly reflective and high-density coating in the Large Aperture Coating Chamber, MFSC Space Optics Manufacturing Technology Center (SOMTC). |
|
NASA Dryden technicians (Dav
…
| Title |
NASA Dryden technicians (Dave Dennis, Freddy Green and Jeff Doughty) position a support cylinder und |
| Description |
NASA Dryden technicians (Dave Dennis, Freddy Green and Jeff Doughty) position a support cylinder under the right wing of the Active Aeroelastic Wing F/A-18 test aircraft prior to ground vibration tests. The cylinder contains an "air bag" that allows vibrations induced by an electro-mechanical shaker device to propagate through the airframe as they would if the aircraft were flying. |
| Date |
08.22.2002 |
|
SPIRAL BEVEL PINION THERMOCO
…
| Title |
SPIRAL BEVEL PINION THERMOCOUPLED AT THE SURFACE VIA ELECTRO-DISCHARGE MACHINE |
| Description |
SPIRAL BEVEL PINION THERMOCOUPLED AT THE SURFACE VIA ELECTRO-DISCHARGE MACHINE |
| Date |
04.10.1995 |
|
SPIRAL BEVEL PINION THERMOCO
…
| Title |
SPIRAL BEVEL PINION THERMOCOUPLED AT THE SURFACE VIA ELECTRO-DISCHARGE MACHINE |
| Description |
SPIRAL BEVEL PINION THERMOCOUPLED AT THE SURFACE VIA ELECTRO-DISCHARGE MACHINE |
| Date |
04.10.1995 |
|
F-18 SRA landing
| Title |
F-18 SRA landing |
| Description |
A highly modified F-18B Hornet fighter being flown by NASA's Dryden Flight Research Center settles towards the runway at Edwards Air Force Base following another research flight. Known as the Systems Research Aircraft (SRA), the two-seat F-18 is currently engaged in a multi-year project to evaluate a variety of advanced control subsystems and sensors. Among the more than 20 experiments being researched in the joint NASA/DOD/industry program is the Electrical-Powered Actuation Design (EPAD), which is testing prototype aileron actuators which operate independently of the aircraft's hydraulic system. One experimental electrohydrostatic actuator (EHA) generates hydraulic force to move the aileron via a compact electric-driven hydraulic pump incorporated in the actuator itself. Another "smart" actuator uses actuator-mounted electronics while a third electro-mechanical actuator is electrically operated and moves the aileron mechanically. Such actuators could eliminate much of the need for complex central hydraulic systems on future aircraft, with signifigant savings in weight and cost. They are also being evaluated for use on the planned Reusable Launch Vehicle. |
| Date |
05.01.1996 |
|
The upper wing surfaces of t
…
| Title |
The upper wing surfaces of the Active Aeroelastic Wing F/A-18 test aircraft are covered with acceler |
| Description |
The upper wing surfaces of the Active Aeroelastic Wing F/A-18 test aircraft are covered with accelerometers and other sensors during ground vibration tests at NASA Dryden Flight Research Center. An electro-mechanical shaker device (blue cylinder at lower right) generates vibrations into the airframe during the tests, which help engineers determine if aerodynamically induced vibrations are controlled or suppressed during flight. The tests were the last major ground tests prior to the initiation of research flights. |
| Date |
08.22.2002 |
|
LDEF (Flight), S0050 : Inves
…
| Title |
LDEF (Flight), S0050 : Investigation of the Effects of Long-Duration Exposure on Active Optical Syst |
| Description |
LDEF (Flight), S0050 : Investigation of the Effects of Long-Duration Exposure on Active Optical System Components, Tray E05 The flight photograph was taken from the Orbiter aft flight deck during the LDEF retrieval and prior to berthing the LDEF in the Orbiter cargo bay. The Active Optical System Component Experiment (S0050) contained 136 test specimen located in a six (6) inch deep LDEF peripheral experiment tray. The complement of specimen included optical and electro-optical components, glasses and samples of various surface finishes. The experiment tray was divided into six sections, each consisting of a 1/4 inch thick chromic anodized aluminum base plate and a 1/16th inch thick aluminum hat-shaped structure for mounting the test specimens. The test specimens were typically placed in fiberglass-epoxy retainer strip assemblies prior to installation on the hat-shaped mounting structure. Five of the six sections were covered by a 1/8 inch thick anodized aluminum sun screen with openings that allowed 56 percent transmission over the central region. Two sub-experiments, The Optical Materials and UV Detectors Experiment (S0050-01) consist of 15 optical windows, filters and detectors and occupies one of the trays six sub-sections and The Optical Substrates and Coatings Experiment (S0050-02 ) that includes 12 substrates and coatings and two secondary experiments,The Holographic Data Storage Experiment (AO044) consisting of four crystals of lithium niobate and ThePyroelectric Infrared Detectors Experiment (AO135) with twenty detectors, are also mounted in the integrated tray. The experiment structure was assembled with non-magnetic stainless steel fasteners. The experiment hardware appears to be intact with no apparent damage. The excess blue color in the photograph makes a detailed assessment of color changes difficult. The paint dots on the tray clamp blocks, initially white, appear to have darkened and tray flanges appear discolored. The experiment sun screens and base plate also appear discolored. The exposed experiment test specimen and their fiberglass-epoxy mountings appear to have survived the mission with minimum degradation. |
| Date |
01.12.1990 |
|
LDEF (Postflight), S0050 : I
…
| Title |
LDEF (Postflight), S0050 : Investigation of the Effects of Long-Duration Exposure on Active Optical |
| Description |
LDEF (Postflight), S0050 : Investigation of the Effects of Long-Duration Exposure on Active Optical System Components, Tray E05 The postflight photograph was taken in SAEF II at KSC after the experiment tray was removed from the LDEF and the sun screens removed. The Active Optical System Component Experiment (S0050) contained 136 test specimen located in a six (6) inch deep LDEF peripheral experiment tray. The complement of specimen included optical and electro-optical components, glasses and samples of various surface finishes. The experiment tray was divided into six sections, each consisting of a 1/4 inch thick chromic anodized aluminum base plate and a 1/16th inch thick aluminum hat shaped structure for mounting the test specimen. The test specimen were typically placed in fiberglass-epoxy retainer strip assemblies prior to installation on the hat shaped mounting structure. Five of the six sections were covered by a 1/8 inch thick anodized aluminum sun screen with openings that allowed 56 percent transmission over the central region. Two sub-experiments, The Optical Materials and UV Detectors Experiment (S0050-01) consist of 15 optical windows, filters and detectors and occupies one of the trays six sub-sections and The Optical Substrates and Coatings Experiment (S0050-02 ) that includes 12 substrates and coatings and two secondary experiments,The Holographic Data Storage Experiment (AO044) consisting of four crystals of lithium niobate and ThePyroelectric Infrared Detectors Experiment (AO135) with twenty detectors, are also mounted in the integrated tray. The experiment structure was assembled with non-magnetic stainless steel fasteners. The experiment hardware appears to be intact with no apparent damage. A brown discoloration is clearly visible on the tray flanges. The location of experiment test specimen and their mountings are shown in this photograph. The fiberglass-epoxy mounting strip colors vary from the typical greenish-gray to a slate gray in proportion to their exposure. The red material on top of the aluminum support structure is a silicone rubber gasket between the sun screen and the structure. The gasket material missing adhered to the sun screens. |
| Date |
03.20.1990 |
|
MICRO ELECTRO MECHANICAL PRE
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| Title |
MICRO ELECTRO MECHANICAL PRESSURE SENSOR |
|
MICRO ELECTRO MECHANICAL PRE
…
| Title |
MICRO ELECTRO MECHANICAL PRESSURE SENSOR |
|
ELECTRO MAGNETIC INTERFACE L
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| Title |
ELECTRO MAGNETIC INTERFACE LAB |
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ELECTRO MAGNETIC INTERFACE L
…
| Title |
ELECTRO MAGNETIC INTERFACE LAB |
|
MICRO ELECTRO MECHANICAL SYS
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| Title |
MICRO ELECTRO MECHANICAL SYSTEM / MEMS / ANTENNA |
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MICRO ELECTRO MECHANICAL SYS
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| Title |
MICRO ELECTRO MECHANICAL SYSTEM / MEMS / ANTENNA |
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MICRO ELECTRO MECHANICAL SYS
…
| Title |
MICRO ELECTRO MECHANICAL SYSTEM CIRCUIT / MEMS |
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MICRO ELECTRO MECHANICAL SYS
…
| Title |
MICRO ELECTRO MECHANICAL SYSTEM CIRCUIT / MEMS |
|
MICRO ELECTRO MECHANICAL SYS
…
| Title |
MICRO ELECTRO MECHANICAL SYSTEM CIRCUIT / MEMS |
|
Advanced ( EKG ) Electro Car
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| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
|
Advanced ( EKG ) Electro Car
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| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
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Advanced ( EKG ) Electro Car
…
| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
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Advanced ( EKG ) Electro Car
…
| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
|
Advanced ( EKG ) Electro Car
…
| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
|
Advanced ( EKG ) Electro Car
…
| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
|
Advanced ( EKG ) Electro Car
…
| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
|
Advanced ( EKG ) Electro Car
…
| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
|
Advanced ( EKG ) Electro Car
…
| Title |
Advanced ( EKG ) Electro Cardio Gram Project |
|
Recognition by the Glenn Res
…
| Title |
Recognition by the Glenn Research Center Director for contributions to the High Speed Electro-Mechanical Shutter for Imaging Spectrographs, Inventor of the year |
|
ELECTRO MAGNETIC INTERFACE L
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| Title |
ELECTRO MAGNETIC INTERFACE LAB |
|
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