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AV testing best practices

eVTOL engineering takes flight

RemoveDEBRIS, a low Earth orbit test bed for determining the efficacy of active debris removal (ADR) systems, is a multinational effort involving space agencies, aerospace experts, and technologies from throughout Europe, Asia, Africa, and the U.S.

The 747 flight test certification program was initiated with the first flight of the No. 1 airplane on February 9, 1969. ...The 747 flight test certification program was initiated with the first flight of the No. 1 airplane on February 9, 1969. Five test airplanes were used in an intensive test program involving 1443 flight hr and 36-1/4 airplane months, with the last certification flight on December 23, 1969. ...The success of this test program was not due to any great advancements in flight test techniques specifically for the 747, but was due to the tried and proven test methods developed during past certification programs at Boeing.

This paper will emphasize the changing methodology of the FAA certification process with some specific examples of recent flight test programs.

A description is presented of the YJ101 engine as well as the unique development program leading to flight qualification. Two specific achievements are reviewed; first, the inlet-engine compatibility, and second, engine life evaluation. ...Realistic engine development testing is recognized as a key requirement for the engine industry. Correlation of factory testing with service usage is important to the development of a methodology for engine testing. ...Correlation of factory testing with service usage is important to the development of a methodology for engine testing. An analysis of the actual YF-17 engine operation is made and compared to factory development testing.

This paper presents the results of a multi-year project by the Naval Air Development Center to design, fabricate, evaluate, and flight test a fluidic flight control system in a Navy T-2C, a twin-jet carrier aircraft. The work leading to this flight test began with component design to the aircraft installation constraints and to flight requirements, continued through fabrication, laboratory testing and system installation, and culminated with man-in-the-loop evaluation of the system installed in the aircraft, ground tests, and flight. ...The work leading to this flight test began with component design to the aircraft installation constraints and to flight requirements, continued through fabrication, laboratory testing and system installation, and culminated with man-in-the-loop evaluation of the system installed in the aircraft, ground tests, and flight. ...The work leading to this flight test began with component design to the aircraft installation constraints and to flight requirements, continued through fabrication, laboratory testing and system installation, and culminated with man-in-the-loop evaluation of the system installed in the aircraft, ground tests, and flight. The results of these tests demonstrate the successful integration of three advanced technologies: 8000-psi actuationcontrolled both by fluidics and fly-by-wirewhich the Naval Air Development Center has brought to fruition.

This SAE Aerospace Recommended Practice (ARP) covers the test procedures and equipment for performing flight testing on pitot-static systems installed in subsonic transport type aircraft.

Program objectives, experimental approach, research aircraft modification and instrumentation, data acquisition and processing, flight operations, and preliminary flight test results are described....A brief description of the GA (W) -2 Airfoil Flight Test Evaluation Program is presented. Employing an economical approach to airfoil flight testing, the GA (W) -2 airfoil was “gloved” on the existing wing structure of a Beech Model C23 “Sundowner”. ...Employing an economical approach to airfoil flight testing, the GA (W) -2 airfoil was “gloved” on the existing wing structure of a Beech Model C23 “Sundowner”.

The design goal was to minimize weight, size, and cost, and produce a system that is relatively simple to install and operate, thus bringing advanced flight test capability to small companies at a reasonable cost. Proven microprocessor and hybrid chip technology has been combined to produce a high quality, medium capability, self-contained, flight test system. ...Proven microprocessor and hybrid chip technology has been combined to produce a high quality, medium capability, self-contained, flight test system. The system includes the analysis hardware and software that makes use of new dynamic flight test maneuvers to extract stability and control coefficients, thrust and drag coefficients, takeoff and landing characteristics, and ground effects. ...The system includes the analysis hardware and software that makes use of new dynamic flight test maneuvers to extract stability and control coefficients, thrust and drag coefficients, takeoff and landing characteristics, and ground effects.

The four engined Upper Surface Blowing (USB) STOL research aircraft ASKA was developed by National Aerospace Laboratory of Japan and has been in the flight test phase to provide various kinds of flight data. The position error in airspeed and angle of attack is discussed, and the low speed performance demonstrated in the flight test is provided by the figures of lift/drag coefficient curves and V-Gamma plot. ...The discussions in this paper are based on the newest flight data until the fall of 1988, and are the current status report of the flight test of the ASKA. ...The position error in airspeed and angle of attack is discussed, and the low speed performance demonstrated in the flight test is provided by the figures of lift/drag coefficient curves and V-Gamma plot. Several indications of powered lift and dynamic stability derivatives obtained from the V-Gamma plot are discussed.

This paper provides an overview of the current development status (March 1979) on this airplane with specific emphasis on the flight test program.

This paper discusses the Micco spin flight test program for the FAA Part 23 certification of the MAC-145A and the MAC-145B light single engine aircraft. ...Approximately 120 one turn spins were completed in the flight test program with no anomalies or safety incidents. The 145B, and increased power derivative of the 145A, was intended to be immediately certified in the Acrobatic Category which permits spins and acrobatic maneuvers. ...However, spin flight tests of approximately 210 spins revealed that the 145B, in its current configuration, could not meet the Acrobatic Category recovery criteria for multiple turn spins.

Comparisons of MAW flight test data are made against full-scale wind tunnel predictions and flight test data from a fixed camber wing of similar geometry. ...The AFTI/F-111 Mission Adaptive Wing (MAW) incorporates a smooth variable contour wing system in order to maintain optimum camber throughout all flight regimes. The aircraft has completed its initial phase of flight testing at Edwards AFB CA.

This paper briefly describes the initial flight test results from the NF-15B Short Takeoff and Landing/Maneuver Technology Demonstrator (S/MTD) Program. ...Even though full up hardware has been in flight test only since February 1990, many of the overall program goals have been achieved. Thrust vectoring and reversing using a two dimensional (2D) convergent-divergent exhaust nozzle have been shown to be both possible and practical. ...Program objectives and an aircraft description are followed by test results from pitch thrust vectoring, reversing in ground effect, and inflight reversing. Even though full up hardware has been in flight test only since February 1990, many of the overall program goals have been achieved.

The Human factor is receiving more active concern in both engineering and design as well as in flight test and certification. This paper discusses AIRBUS INDUSTRIE's human factors involvement in the latter areas with the objective of checking functional effectiveness and human welfare.

The Aircar is a roadable airplane narrow enough for driving in the flight configuration. Driving and model flight testing concentrated on issues beyond a first demonstrator Aircar.

The extensive software capability of the airplane has made changes found desirable during flight test reasonably easy to incorporate into production aircraft. These changes encompass everything from aircraft handling qualities and display formats (heads-down and heads-up) to radar and weapons system operation.

Because of the availability and cost problems in supplying 80 grade aviation gas to the users, and because of the high maintenance costs and lowered reliability when using 100LL aviation gasoline in 80 octane, aircraft engines, flight tests were conducted to determine airworthiness of the aircraft and compliance with Federal Air Regulations when using automobile gasoline. ...On the basis of these tests, FAA approval has been given for the use of unleaded regular automobile gasoline for all Cessna 150 airplanes powered with Teledyne Continental Motors 100 hp. engines.