January 2010 

NASA/TM-2010-216182 

Ares I-X Flight Test Vehicle Modal Test 

Ralph D. Buehrle, Justin D. Templeton, Mercedes C. Reaves, Lucas G. Horta, and James L. Gaspar 

Langley Research Center, Hampton, Virginia 

Paul A. Bartolotta 

Glenn Research Center, Cleveland, Ohio 

Russel A. Parks and Daniel R. Lazor 

Marshall Space Flight Center, Huntsville, Alabama 
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January 2010 

NASA/TM-2010-216182 

Ares I-X Flight Test Vehicle Modal Test 

Ralph D. Buehrle, Justin D. Templeton, Mercedes C. Reaves, Lucas G. Horta, and James L. Gaspar 

Langley Research Center, Hampton, Virginia 

Paul A. Bartolotta 

Glenn Research Center, Cleveland, Ohio 

Russel A. Parks and Daniel R. Lazor 

Marshall Space Flight Center, Huntsville, Alabama 
Available from: 

NASA Center for AeroSpace Information 

7115 Standard Drive 

Hanover, MD 21076-1320

443-757-5802 

Acknowledgments 

Thanks go to Winifred Feldhaus of NASA Langley Research Center for her assistance with finite 

element model development. The test execution phase at Kennedy Space Center (KSC) could 

not have been done without the support of many individuals. Special thanks go to the KSC 

instrumentation team led by Frank Walker, which routed approximately 28000 feet of cable for 

the Flight Test Vehicle alone. Logistics and test hardware integration went smoothly due to the 

dedicated KSC crew that included Russ Brucker, Trip Healey, Stephanie Heffernan, Teresa 

Kinney, Todd Reeves, Kara Schmitt, Mark Tillett, and Jim Wiltse. Lastly, thanks to our 

independent verification team of Jeff Lollock, Ryan Tuttle, and Joshua Hwung from Aerospace 

Corporation. 
Table of Contents

1.0 Introduction 1

2.0 Test Planning 3

2.1 Test Configurations 3

2.2 Test Requirements 5

2.3 Pre-Test Analysis 6

3.0 Test Description 12

3.1 Test Article 12

3.2 Test Instrumentation 14

3.3 Excitation Systems 17

3.4 Data Acquisition System 20

4.0 Test Operation and Data Analysis 22

4.1 Summary of Tests 22

4.2 Ambient Noise Measurements 24

4.3 Random Excitation Tests 26

4.4 Free Decay Tests 35

4.5 Sine Sweep Tests 39

4.6 Impact Tests 43

5.0 Experimental Modal Analysis Results 47

6.0 Comparison of Analysis and Test 52

7.0 Conclusions 59

References: 60

Appendix A: Acronyms and Abbreviations 61

Appendix B: Equipment List 63

Appendix C: Instrumentation Setup and Channel Mapping 67

Appendix D: Data Acquisition Log 76

Appendix E: Test Mode Shapes 80

iii
1 

Abstract 

The first test flight of NASA’s Ares I crew launch vehicle, called 

Ares I-X, was launched on October 28, 2009. Ares I-X used a 4-

segment reusable solid rocket booster from the Space Shuttle 

heritage with mass simulators for the 5th segment, upper stage, 

crew module and launch abort system. Flight test data will 

provide important information on ascent loads, vehicle control, 

separation, and first stage reentry dynamics. As part of hardware 

verification, a series of modal tests were designed to verify the 

dynamic finite element model (FEM) used in loads assessments 

and flight control evaluations. Based on flight control system 

studies, the critical modes were the first three free-free bending 

mode pairs. Since a test of the free-free vehicle was not practical 

within project constraints, modal tests for several configurations 

during vehicle stacking were defined to calibrate the FEM. Test 

configurations included two partial stacks and the full Ares I-X 

flight test vehicle on the Mobile Launcher Platform. This report 

describes the test requirements, constraints, pre-test analysis, test 

execution and results for the Ares I-X flight test vehicle modal test 

on the Mobile Launcher Platform. Initial comparisons between 

pre-test predictions and test data are also presented. 

1.0 Introduction 

The 327 foot 1.8 million-pound Ares I-X flight test vehicle [1] is shown in Figure 1. Ares I-X 

consists of a 4-segment reusable solid rocket motor from the Space Shuttle heritage with mass 

simulators for the 5th segment, upper stage, crew module (CM) and launch abort system (LAS). 

NASA Langley Research Center (LaRC) built the CM/LAS simulator. NASA Glenn Research 

Center (GRC) built the upper stage simulator and ATK built the first stage. Integration of the 

vehicle was performed in the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space 

Center (KSC). Ares I-X was successfully launched on October 28, 2009. This was the first 

flight test for NASA’s Ares I crew launch vehicle. Flight test data will provide important 

information on ascent loads, vehicle control, separation, and first stage reentry dynamics. 

As part of hardware verification for Ares I-X, a series of modal tests were designed to verify the 

dynamic finite element model (FEM) used in loads assessments and flight control evaluations. 

The first three free-free bending mode pairs were defined as the target modes for the modal test 

based on the flight control requirements. Since a test of the free-free vehicle configuration was 

not practical within the projects constraints, calibration of the FEM was done using modal test 

data for three configurations in the nominal KSC integration flow. The first of these modal tests 

was performed in May 2009 on the Stack 5 subassembly, which included the topmost hardware 

from the Spacecraft Adapter Simulator to the Launch Abort System Simulator. The second test 

was performed in July 2009 on the Stack 1 hardware, which included the center section from the 

5

th Segment Simulator through the Interstage. Finally, the fully integrated Ares I-X flight test 

vehicle (FTV) mounted to the Mobile Launcher Platform (MLP) was tested in August 2009. 
2 

This report focuses on the modal test of the full Ares I-X FTV on the MLP that was conducted 

from August 27-30, 2009. Separate reports are under development for the partial stack tests. The 

requirements are derived from the free-free bending target modes. Based on these requirements, 

FEM pre-test analysis is used to define the response transducer and shaker locations. Project 

constraints on instrumentation numbers and vehicle accessibility are also discussed as part of the 

transducer/shaker placement studies. Schedule constraints required that the team conduct the 

tests and verify the sufficiency of the data in a short four-day test period. Details of the modal 

test planning, setup, operation, and results are described. Comparisons between pre-test 

predictions and test data are also presented. 

 

Figure 1. Ares I-X Flight Test Vehicle [1]. 
3 

2.0 Test Planning 

2.1 Test Configurations 

The modal verification for Ares I-X focused on new hardware components. Shuttle heritage 

hardware like the first stage (see Figure 1) had FEMs that had been test verified. However, the 

5

th segment simulator, upper stage, and CM/LAS were all new hardware that needed to be test 

verified. 

For flight control, the target free-free bending modes shown in Figure 2 are critical. Due to 

vehicle symmetry, a companion set of modes also occur in the orthogonal bending plane (not 

shown). These orthogonal ―mode pairs‖ appear at nearly the same frequency. Based on visual 

inspection of the first three free-free bending mode shapes shown in Figure 2, the center section 

of the vehicle displays significant deformations for the 1st and 2nd bending modes but the 

CM/LAS deformations dominate the 3rd bending mode. These areas of the vehicle are also new 

hardware without previous test verification. Consequently, the Stack 1 and Stack 5 

subassemblies shown in Figure 3 were selected for modal tests. These tests were meant to 

provide an early assessment of FEM adequacy for the subassemblies. To minimize impact to the 

program schedule and cost, test durations and configurations were restricted to what was 

available during the normal vehicle integration flow. Because no special provisions were made 

for testing, subassemblies were tested with unknown boundary conditions and without mass 

loading of the unsupported edges. Early in the planning stage the test team recognized the risk 

associated with unknown boundaries and proceeded with an effort to correct for boundary 

interface compliance [2], and planned for additional measurements across the boundaries. 

 

Figure 2. Free-free bending target modes. 
4 

Figure 3. Ares I-X Subassembly Modal Test Configurations 

Before flight, the final check in the verification process called for testing of the full Ares I-X 

FTV on the MLP, as shown in Figure 4. Because the hardware components were fabricated at 

various sites, hardware suppliers also provided the FEM for their components. This included a 

CM/LAS model from NASA LaRC, an upper stage model from NASA GRC, a first stage model 

from ATK, and an MLP model from NASA KSC. After integration of the models at LaRC, 

initial model checkouts were performed and then the model was used for coupled loads analysis 

and control system evaluations. The modal test results provided a needed check on the fidelity 

of the integrated model. The remainder of the report will focus on the modal test of the FTV on 

MLP configuration. Separate reports are in development for the partial stack modal tests. 

 
5 

Figure 4. Schematic of Ares I-X FTV on the MLP with VAB access platforms. 

2.2 Test Requirements 

The modal tests were designed to minimize impact to the project integration flow and schedule. 

As such, the project emphasized minimal instrumentation to characterize the bending modes and 

did not provide hard limits on test/analysis orthogonality metrics. Metrics for the tests, derived 

from Monte Carlo simulations of the flight control system, were provided to the test group in 

terms of variances. For instance, allowable variances were set to: 10% for 1st bending mode 

frequency and 20% for higher modes; node locations within +/- 100 inches; and modal 

deformations within 20% of nominal for the 1st bending mode pair and 50% for higher modes. 
6 

While these requirements could not be verified on the free-free configuration, calibration of the 

model for comparable modes for the FTV on the MLP was deemed sufficient to verify the FEM. 

Hence, predictions of the free-free modes were assumed to have similar test/analysis variances as 

comparable modes for the FTV on MLP. 

Figure 5 shows the flow down from the free-free target modes to the comparable modes for the 

FTV on the MLP. There is a strong similarity between the first three free-free bending modes 

and the 2nd through 4th bending modes on the MLP. Therefore, the target modes selected for the 

FTV on the MLP are the first four bending mode pairs. Although the 1st bending mode pair on 

the MLP was not important for controls, it was critical for transportation to the launch pad. 

Figure 5. Mode shapes for Ares I-X free-free and on MLP. 

2.3 Pre-Test Analysis 

To control cost, the project emphasized minimal instrumentation to characterize the bending 

modes and did not provide targets on test/analysis orthogonality metrics. Initially, the goal prior 

to conducting the pre-test analysis was for approximately 20 sensor locations with biaxial 

accelerometers for capturing the bending modes. As will be shown, the sensor count was 

expanded to approximately 40 locations in an effort to improve the orthogonality results. Sensor 

and shaker placement was performed using the pre-test FEM. For component tests, the effective 
7 

independence [3] technique along with engineering judgment was used for sensor placement. In 

contrast, for the FTV physical access constraints dominated the instrumentation placement 

process. Shaker and accelerometer placement on the exterior of the first stage focused on areas 

accessible from existing facility platforms. Because no external access for shaker or 

accelerometer mounting was available above the first stage, as shown in Figure 4, all 

instrumentation was mounted internally for the upper stage and CM/LAS. 

Table 1 lists the FEM predictions of the first 14 modes with the target modes highlighted. The 

corresponding target mode shapes for the X-Y plane are those shown in Figure 5. Based on the 

target bending modes, a line of sensors reachable from existing facility platforms and internal 

ladders was selected. Orthogonality was then used to evaluate the sensor set and to make 

adjustments. In addition, triaxial accelerometers (numbers 24-26) were located at the three 

control sensor locations. Except for locations 24-26, all vehicle sensors were mounted to the 

vehicle outer shell. The resulting measurement locations shown on Figure 6 include a 

combination of radial, biaxial and triaxial accelerometers at 34 locations on the vehicle and 

MLP, as defined in Table 2. Also listed in Table 2 are the four shaker locations that were 

determined to be optimal with platform access for mounting. A cross reference between the 

instrumentation locations and the finite element model (version IVM_13b) node numbers is

provided in Table 2. 

Cross-orthogonality between the reduced model (corresponding to the test instrumentation set) 

and the full model was used to assess the adequacy of the test instrumentation set. Figure 7 

shows a plot of the orthogonality results with numerical values provided in Table 3. It is 

important to note that the 346,860 degree of freedom (DOF) FEM was reduced to an 82 DOF test 

model. As a result, system modes at 4.66 Hz and 4.92 Hz were not predicted in the reduced 

order model, which produced a frequency offset in the diagonal of the orthogonality plot. Also 

note that the diagonal terms for the target modes are >0.85 and the off-diagonal terms were 

generally less than 0.1. However, the torsion mode at 3.58 Hz and the system mode (significant 

MLP motion) at 4.66 Hz have high off-diagonal terms. Nonetheless, this was acceptable within

the project constraints on instrumentation. To alleviate the problem with torsion and system 

modes, the measured data can be sieved to eliminate these modes and to focus the correlation 

effort on the bending modes of interest. The MLP and 1st stage (including aft skirt) are 

considered validated models based on Shuttle test heritage and were therefore not a focus of this 

test. 

Pre-test analysis also included simulations of the test to evaluate the required force and expected 

acceleration amplitudes. This was used in the selection of the shakers, accelerometers, and for 

test planning. 

 
8 

Table 1 FTV on MLP Predicted Modes 

Mode No. Frequency

(Hz)

Mode Description

1 0.176 1st Bending Mode of Ares I-X (X-Y Plane)

2 0.216 1

st Bending Mode of Ares I-X (X-Z Plane)

3 1.02 2

nd Bending Mode of Ares I-X (X-Y Plane)

4 1.17 2

nd Bending Mode of Ares I-X (X-Z Plane)

5 1.87 Ares I-X / MLP System lateral mode

6 2.66 Ares1-X / MLP System lateral mode

7 3.25 3

rd Bending Mode of Ares1-X (X-Y Plane)

8 3.49 Ares1-X / MLP System mode

9 3.50 3

rd Bending Mode of Ares1-X (X-Z Plane)

10 3.58 Ares1-X Torsion

11 4.22 Ares1-X / MLP System mode

12 4.66 Ares1-X / MLP System mode

13 4.78 4

th Bending Mode of Ares1-X (X-Y Plane)

14 4.84 4th Bending Mode of Ares1-X (X-Z Plane)
9 

Figure 6. FTV on MLP sensor/shaker locations. 
10

Table 2. Accelerometer/Shaker Locations used in Pre-Test Analysis 

Vehicle 

Sensor

FEM 

Node

X (FTV)

(in)

Angle+

(Degrees)

Description Measurement 

Axis

(FTV ref cs)

1 4001618 199.4 180.0 LAS Y, Z

2 4001857 402.5 180.0 LAS Y, Z

3 4001834 568.3 180.0 LAS Y, Z

4 6000010 814.0 0.0 Service Module X, Y, Z

5 6001605 1064.3 0.0 Upper Stage -7 Y, Z

6 6000016 1259.9 0.0 Upper Stage -5 Y, Z

7 6000026 1493.4 0.0 Upper Stage -3 X, Y, Z

8 6003110 1757.3 0.0 Upper Stage -1 Y, Z

9 6001119 1985.2 0.0 Interstage -1 X, Y, Z

10 8903034 2246.6 0.0 Forward Skirt Y, Z

11 8906012 2333.8 0.0 5

th Segment Y, Z

12 8906444 2567.5 0.0 5

th Segment X, Y, Z

13 8906450 2567.5 45. E-main shaker 1 Radial (45°)

14 8906468 2567.5 135. E-main shaker 2 Radial (135°)

15 1011900 2854.5 0.0 Fwd Segment Y, Z

16 1011903 2854.5 45. B-deck shaker 1 Radial (45°)

17 1011909 2854.5 135. B-deck shaker 2 Radial (135°)

18 1022100 3202.5 0.0 Fwd Center Segment X, Y, Z

19 1032100 3522.5 0.0 Aft Center Segment Y, Z

20 1051500 3756.6 0.0 Aft Booster Y, Z

21 1061050 3903.5 0.0 Aft Booster Y, Z

22 1307540 4007.5 30.0 Hold Down Post #6 X, Y, Z

23 1307255 4007.5 297.75 External -Aft Skirt X, Y, Z

24 6905698 1023.8 15. FWD RRGU X, Y, Z

25 6905699 1770.3 5.0 FTINU X, Y, Z

26 6905700 3962.9 240. AFT RRGU X, Y, Z

MLP 

sensors

FEM 

Node

X (MLP 

ref. cs)

(in)

Y (MLP 

ref. cs)

(in)

Z (MLP ref. cs)

(in)

Measurement 

Axis 

(FTV ref cs)

27 114087 0.0 0.0 0.0 X, Y, Z

28 114098 958.0 0.0 0.0 X, Y, Z

29 114159 1895.9 0.0 0.0 X, Y, Z

30 114170 1895.5 -798.0 0.0 X, Y, Z

31 114195 1895.9 -1596.0 0.0 X, Y, Z

32 114231 958.0 -1596.0 0.0 X, Y, Z

33 114673 0.0 -1596.0 0.0 X, Y, Z

34 114703 0.0 -798.0 0.0 X, Y, Z

Note+: 0 is aligned with +Z-axis and 270 with +Y-axis of FTV coordinate system. 
11

Figure 7. FTV on MLP Cross-Orthogonality 

Table 3. FTV on MLP Cross-Orthogonality Values 

 

Target Modes
12

3.0 Test Description

3.1 Test Article 

The modal test was performed on the fully assembled 1.8 million-pound 327-foot Ares I-X FTV 

mounted on the MLP in the Vehicle Assembly Building at NASA’s Kennedy Space Center. An 

overall photograph taken from the MLP is shown in Figure 8. A close up of one of the four hold 

down posts used to attach the FTV to the MLP is shown in Figure 9. As shown in the 

photograph in Figure 10, the upper stage of the vehicle was above the facility access platforms. 

Accelerometer installation in the upper stage required the use of internal access ladders and 

platforms, shown in Figure 11. Details of the instrumentation, excitation, and data acquisition 

systems are provided in the following sections. 

Figure 8. Ares I-X FTV Modal Test Configuration (view from MLP). 
13

Figure 9. FTV to MLP attachment at Hold-down Post #7. 

Figure 10. Upper Stage of Ares I-X Vehicle extends above the facility access platforms. 
14

Figure 11. Interior view of Upper Stage showing internal access ladders and platforms. 

3.2 Test Instrumentation 

The instrumentation used for this modal test consisted of 90 PCB series 3701 capacitive 

accelerometers with 1 V/g sensitivity that were installed [4] at 40 locations. In addition to the 34 

locations defined in the pre-test analysis (see Table 2), 6 locations denoted as locations 39-44 

were added during installation to better define the vehicle interface with the MLP and to separate 

out the torsion mode. This included tangential accelerometers 180 degrees from locations 4, 12, 

and 21 to help resolve the 3rd bending and torsion modes at approximately 3.5 Hz. Locations and 

orientations for the as installed accelerometer are listed in Table 4. Items highlighted in yellow 

were oriented in a local cylindrical coordinate system and require a coordinate transformation to 

align them with the FTV coordinate system (see Figure 6) as noted in Table 4. All other 

transducers were oriented in the FTV coordinate system. A typical accelerometer mounting is 

shown in Figure 12. Over 28000 feet of instrumentation cable was used to connect the 

accelerometers to the modal data acquisition system for this test. In addition to the 

accelerometers, a strain gage at each of the four hold down posts (denoted as sensor locations 35-

38) where the launch vehicle was bolted to the MLP was recorded with the modal data. A 

complete set of strain gage bridge measurements at each of the hold down posts was acquired 

during the modal test on the MLP Critical Data Acquisition System (CDAS). 
15

 

Figure 12. Typical accelerometer installations; (top) service module-location 4 interior and 

(bottom) aft skirt-location 23 exterior. 
16

Table 4. As-Installed Sensor Locations/Orientations

Sensor 

Location

Radial+

(in)

Angle+

(Degrees)

X station

(in)

Description/Measurement Axis

(FTV coordinate system)

1 15.8 180 199.4 LAS Accel. (-Y, Z)

2 17.8 180 402.5 LAS Accel. (-Y, Z)

3 17.8 180 568.3 LAS Accel. (-Y, Z)

4 99.0 0 812.5 Service Module Accel. (-X, Y, -Z)

5 108.2 0 1063.5 US-7 Accel. (Y, -Z)

6 108.2 0 1260.5 US-5 Accel. (Y, -Z)

7 108.2 0 1494 US-3 Accel. (-X, Y, -Z)

8 108.2 0 1757.25 US-1 Accel. (Y, -Z)

9 108.2 0 1985.5 IS-1 Accel. (-X, Y, -Z)

10 72.8 0 2240.4 Forward Skirt Accel. (Y, Z)

11 72.8 0 2232.9 5

th Segment Accel. (Y, Z)

12 72.8 0 2557.14 5

th Segment Accel. (-X, Y, Z)

13 72.8 45 2557.14 E-main shaker 1; Accel. Z; Force –Z; 

(45° coordinate rotation about X) 

14 72.8 135 2557.14 E-main shaker 2; Accel. Z; Force –Z; 

(135° coordinate rotation about X) 

15 72.8 0 2858.9 Fwd Segment Accel. (Y, Z)

16 72.8 45 2858.9 B-deck shaker 1; Accel. Z; Force –Z; 

(45° coordinate rotation about X) 

17 72.8 135 2858.9 B-deck shaker 2; Accel. Z; Force –Z; 

(135° coordinate rotation about X) 

18 72.8 0 3202.5 Fwd Center Segment Accel. (-X, Y, Z )

19 72.8 0 3524.0 Aft Center Segment Accel. (Y, Z)

20 72.8 0 3756.1 Aft Booster Accel. (Y, Z)

21 72.8 0 3903.9 Aft Booster Accel. (Y, Z)

22 105.2 30 4009.7 Hold down Post #6 Accel. (-X, Y, Z )

23 102.1 270 4003.7 Aft Skirt Accel. (-X, Y, Z)

24 71.8 20 1023.8 Fwd RRGU Accel. 

(-X, -Y, Z ; 20° coordinate rotation about X)

25 60.9 2 1761.5 FTINU Accel. (X, Y, Z, 2° coordinate rotation about X)

26 67.0 240 3963.7 Aft RRGU Accel.

(X, -Y, Z; 330° coordinate rotation about X) 

MLP 

sensors

X (MLP)

(in)

Y (MLP)

(in)

Z (MLP)

(in)

Description/Measurement Axis

(FTV coordinate system)

27 0.0 0.0 0.0 MLP Corner 3-4 Accel.(-X, Y, Z) 

28 958.0 0.0 0.0 MLP Middle of Side 4 Accel. (-X, Y, Z) 

29 1895.9 0.0 0.0 MLP Corner 1-4 Accel. (-X, Y, Z) 

30 1895.5 -798.0 0.0 MLP Middle of Side 1 Accel. (-X, Y, Z) 

31 1895.9 -1596.0 0.0 MLP Corner 1-2 Accel. (-X, Y, Z) 

32 958.0 -1596.0 0.0 MLP Middle of Side 2 Accel. (-X, Y, Z) 

33 0.0 -1596.0 0.0 MLP Corner 2-3 Accel. (-X, Y, Z)

34 0.0 -798.0 0.0 MLP Middle of Side 3 Accel. (-X, Y, Z) 

Sensor 

Location 

Radial+

(in)

Angle+

(Degrees)

X station

(in)

Description/Measurement Axis

(FTV coordinate system)

35 Hold-down Post #5 ; Axial Strain (160 με/V)

36 Hold-down Post #6 ; Axial Strain (160 με/V)

37 Hold-down Post #7; Axial Strain (160 με/V)

38 Hold-down Post #8; Axial Strain (160 με/V)

39 99.0 180 813.5 180° from 4; Service Module Accel. (Y) 

40 72.8 180 2557.14 180° from 12; 5th Segment Accel. (Y )

41 72.8 180 3899.85 180° from 21; Aft Booster Accel. (Y )

42 105.2 210 4009.7 Hold-down Post #7 Accel. (-X, Y, Z )

43 105.2 150 4009.7 Hold-down Post #8 Accel. (-X)

44 105.2 330 4009.7 Hold-down Post #5 Accel. (-X)

Note+: 0 degrees is aligned with +Z-axis and 270 degrees with +Y-axis of FTV coordinate system. Nominal radius 

from vehicle centerline. 
17

3.3 Excitation Systems 

The primary excitation system for the FTV modal test used four hydraulic actuator systems 

manufactured by Team Corporation. The locations of the shakers are specified in Table 4 

(Location numbers 13, 14, 16, 17). The shaker systems were located on two Hi-Bay 3 platforms 

near the 4th and 5th segments of the FTV first stage. Pre-test analysis showed that these locations 

were able to excite all modes of interest and that the highest chosen platform was an optimal 

location for exciting the 2nd through 4th bending modes. On each platform, the shakers were 

oriented at 45° to the preferred direction of travel of the vehicle and 90° relative to each other. 

This was necessary in order to avoid flight test instrumentation cables and equipment attached to 

the vehicle while maintaining an orthogonal shaker orientation. Throughout the report the 

shakers are referred to by the platform and angle of orientation. For example, location 13 is on 

the E-main platform at 45° and is denoted E45. Similarly, location 14 is denoted E135; location 

16 is denoted B45; and location 17 is denoted as B135. 

Figures 13-15 show the components of the hydraulic actuator system. Each system consisted of 

an actuator assembly (Team Part Number 5096500), model HPS-10A hydraulic power supply 

(Team Part Number 3435000), and model 2240 Moog servo valve driver electronics box (Team 

Part Number 6151500). Loads were input into the structure through an actuator assembly 

comprised of the actuator, servo valve, valve mounting manifold, pressure/return accumulators 

and an internal Linear Variable Differential Transformer (LVDT) position sensor. A hydraulic 

power supply (HPS), as shown in Figure 14, was located in the vicinity of each actuator 

assembly and connected to the actuator assembly through a supply, return, and drain hydraulic 

hose. The system was rated at a peak dynamic load of 1560 lbs, a dynamic stroke of 2-inches 

peak, and a static load of 2400 lbs. Although the HPS was capable of supplying hydraulic 

pressure up to 3000 psi, the supply pressure was set at 1000 psi for safety considerations. This 

reduced the dynamic load capability to 560 lbs peak and 800 lbs static. Other electronic 

components like the Uninterruptable Power Supply (UPS), the servo valve driver electronic 

boxes, remote control boxes for the HPS’s, oscilloscope, video camera controller, and monitor 

were all housed in the rack shown in Figure 15. The servo valve driver electronics box was 

connected to the UPS to assure that control was maintained in case of power outage. In addition, 

the hydraulic pressure to each shaker could be removed quickly by turning off the HPS at the 

equipment rack. To control the shaker input level, a servo valve driver electronics box was used 

that connected the actuator assembly through a position LVDT cable and a servo valve driver 

cable. An oscilloscope was used for monitoring selected instrumentation, whereas a video 

camera controller and display provided monitoring for the surveillance cameras that were 

focused on each of the actuators. 

The hydraulic shaker actuators were attached to a mounting frame that allowed the actuator to 

slide linearly on two reaction hydraulic cylinders with adjustable stiffness as shown in Figure 13. 

Each platform adapter frame was mounted to two existing holes in Hi-Bay 3 platforms through 

the front I-beam, and 600 lb of additional weight was added to the rear of the mounting frame to 

improve the force input to the FTV. Each hydraulic actuator was connected to the vehicle using 

a 1⁄2‖ threaded rod connected to a PCB series 223 dynamic load cell mounted to an 8‖ square 

aluminum plate, which was attached to the vehicle using Tridox F88 dental cement. An 

additional static load cell was mounted on the actuator side of the threaded rod to monitor static 

load inputs. Although the reaction hydraulic cylinders were designed to allow linear movement 
18

on the mounting frame, they were operated during the modal test with an additional solenoid 

active to increase the rigidity to the work platform. The hydraulic power supplies and solenoids 

were controlled remotely at a location near the data acquisition system. Team model 2240 valve 

drivers were used at this location to control the shakers using a LVDT position feedback loop 

with each shaker and an input signal from the data acquisition system. 

Figure 13. Actuator assembly setup for location 17; B135 (B-Deck 135 orientation).
19

Figure 14. Hydraulic Power Supply. 
20

Figure 15. Hydraulic shaker equipment rack. 

3.4 Data Acquisition System 

The 112 channel data acquisition system (DAS) consisted of seven 16 channel 24-bit VXI data 

acquisition cards in a single 13-slot VXI mainframe chassis. Sufficient channels were available 

to simultaneously sample and record all data. A 16-bit VXI source card in the same chassis also 

provided separate source signals for the excitation system. A firewire interface card allowed the 

DAS to be controlled by a data acquisition computer running m+p International’s Smart Office 

Analyzer software. During the test, the software calculated the FRFs from the acceleration, 

strain, and force measurements. Time and FRF data was stored directly to the computer’s hard 

drive as it was acquired. After each test, the FRFs were exported to a universal file format and 

supplied to the test team for on-site modal parameter estimation. For a complete list of the 

equipment, see Appendix B. 

A picture of the data acquisition rack as it was configured for the modal test is shown in Figure 

16. BNC cables from the signal conditioners were routed to patch panels at the top of the rack 

(black cables). The patch panels were then connected to the data acquisition cards at the bottom 

of the rack (light gray cables). For more information on the connections from the 

instrumentation to the data acquisition system, see the channel mapping in Appendix C and KSC 

Work Plan FA-GIE-0040, Ares IX Full Vehicle Modal Test-Ground Instrumentation Support [4].
21

Figure 16. Data acquisition system. 

A picture of the signal conditioner rack and the data acquisition computer is shown in Figure 17. 

The signal conditioner rack contained four Krohn-Hite filters (top of rack, two per box). These 

filters were used to filter the source signals from the DAS before they were sent to the excitation 

system. Also shown in this picture is a scope on top of the DAS rack, which allowed the force 

signals from the load cells to be monitored in real time. Signal conditioners for this test were not 

located in this rack, but were distributed to several locations around the test article to facilitate 

cable routing [4]. 

DAS Rack

Patch 

Panels

VXI 

Chassis
22

Figure 17. Signal conditioner and filter rack. 

4.0 Test Operation and Data Analysis 

4.1 Summary of Tests 

The modal test was performed by applying a measured excitation force to the test article and 

measuring the acceleration response at selected locations. The FRFs were calculated as the ratio 

of the acceleration response to the input force. Modal parameters (natural frequencies, damping 

factors, and mode shapes) were then estimated from the FRFs. Both the measured FRF data and 

modal parameter estimates were compared with the pre-test predictions to ensure that sufficient 

data was acquired to capture the target modes of interest. The primary datasets for modal 

parameter estimation were FRFs for multi-input random excitation at several force levels. Due 

to difficulties in exciting the 1st bending mode pair, a manual excitation with free decay data was 

used. Sine sweeps using a single shaker were used to check for linearity of selected modes with 

respect to force level. In addition, impact testing was used to evaluate local response near the 

flight control sensors. 

Selection of the resolution for the ambient noise and random datasets was a function of both the 

desired data quality and the limited test time available [5]. The data was sampled at 16 Hz with 

Signal 

Conditioner

Rack

DAS Rack

Data Acquisition

Computer

Data Analysis

Computer
23

a block size of 512 seconds (8.5 minutes) to achieve the desired resolution of 0.0019 Hz. Based 

on experience with the partial stack tests, 12 blocks were found to provide adequate data quality. 

This resulted in a 1 hour and 42 minute acquisition period. The data was processed with a 

Hanning window and 50% overlap resulting in 23 averages. 

A summary of all tests conducted on the Ares I-X FTV is given in Table 5. Additional notes are 

provided in Appendix D. All dataset numbers prefixed by the letter ―P‖ are pretest datasets that 

were taken during the test setup and prior to the scheduled test days. Data prior to FTV-P7 were 

only taken for setup and shaker checkout purposes and was not intended to provide quality data. 

As indicated in the table, two ambient noise datasets were taken prior to the first test day, which 

means that the vehicle may not have been clear of all personnel. However, analysis of the data 

has shown that the ambient noise data was sufficient to conduct Operating Deflection Shape 

analysis. This data gave a rough approximation of the frequencies and shapes of the vehicle. 

Four datasets with the FTV excited by random inputs were also taken at various force levels. For 

the first random dataset (FTV-P9), although it was taken during a pretest day, the vehicle was 

clear of all personnel because it was acquired during a break in work; however, there was not 

enough time to acquire more than 7 blocks. For the test day random datasets, 12 blocks were 

acquired, and the data was processed with a 50% overlap for 23 averages. The final random 

dataset was initially set up to acquire 20 blocks, but the data did not appear to be changing 

significantly enough to justify acquiring more than 12 blocks. The random datasets used all four 

shakers to excite the vehicle with the exception of FTV-11, where an equipment problem with a 

low pass filter only allowed three shakers to be used. The random datasets contained enough 

information to identify frequencies, damping, and mode shapes of the 2nd through 4th bending 

mode pairs. The quality of the data for the 1st bending modes was questionable, which will be 

discussed in detail later in this report. This led to the use of manual excitation and free decay 

response test for the 1st bending mode pair. 

The first set of sine sweeps corresponding to FTV-3 and 4 revealed that the excitation was 

difficult to control for the 2nd bending modes. Specifically, the excitation force went unstable 

soon after sweeping through the peak frequency. A workaround was used for the subsequent 

sine sweep datasets where the sweep was stopped soon after sweeping through the peak 

frequency. Therefore, data sets for FTV-5 through FTV-7 are recommended for any sine sweep 

data analysis efforts. This shaker instability was not a problem for the 3rd bending modes, where 

a single sweep could be used to excite both modes. A 50, 100, and 200 lb-pk sine sweep from a 

single shaker was used to excite each of the 2nd and 3rd bending modes. This data was 

sufficient to identify the natural frequencies of the 2nd and 3rd bending modes and study 

nonlinearities associated with these modes. 

Difficulties in exciting the 1st bending mode pair with the shaker systems led to the use of 

manual excitation. The modes were excited by pushing the vehicle by hand at the resonant 

frequency, then allowing the motion to decay. This free-decay data was then used to estimate the 

frequency, damping and mode shape of the 1st bending mode pair. This test was performed three 

times for each mode to check repeatability. 
24

In order to investigate local modes near the vehicle control system instrumentation, tap tests 

were performed at the Forward RRGU, FTINU, and Aft RRGU. The tap tests used a 3 lb 

hammer with a soft rubber tip in order to excite the surrounding structure with an impulse 

containing frequencies below 200 Hz. Multiple impulses were recorded and averaged to obtain 

FRFs for each location and direction. A second set of tap tests was performed approximately 

one month after the initial FTV modal test to further investigate these local modes with the 

control sensors operating. Data from these tests is listed with a ―T‖ prefix.

Table 5. FTV Modal Test Summary 

Test Run Type Level Direction(s) Range Resolution

FTV-P7 n/a Ambient Noise n/a n/a 0 - 12.5 Hz 0.0019 Hz

FTV-P8 n/a Tap Test 50-200 lb-pk 24Z, 24X, 25Z-, 25X- 0 - 100 Hz 0.125 Hz

FTV-P9 n/a Random (7 block, 13 avg) 50 lb-rms 13Z-, 14Z-, 16Z-, 17Z- 0 - 12.5 Hz 0.0019 Hz

FTV-P10 n/a Ambient Noise n/a n/a 0 - 12.5 Hz 0.0019 Hz

FTV-1 n/a Random (12 block, 23 avg) 50 lb-rms 13Z-, 14Z-, 16Z-, 17Z- 0 - 12.5 Hz 0.0019 Hz

FTV-2 n/a Random (12 block, 23 avg) 130 lb-rms 13Z-, 14Z-, 16Z-, 17Z- 0 - 12.5 Hz 0.0019 Hz

1 50 lb-pk

2 100 lb-pk

3 Open Loop Sine Sweep (0.01 Oct/min) 100 lb-pk

FTV-4 n/a Sine Sweep (0.01 Oct/min) 50 lb-pk 17Z- 1.01 - 1.26 Hz n/a

1 50 lb-pk

2 100 lb-pk

3 200 lb-pk

1 50 lb-pk

2 100 lb-pk

3 200 lb-pk

1 50 lb-pk

2 100 lb-pk

3 200 lb-pk

FTV-8 n/a Free Decay Test, 1st Bending Modes n/a Y, Z n/a n/a

FTV-9 n/a Free Decay Test, 2nd Bending Mode n/a Y n/a n/a

FTV-10 n/a Tap Test 50-200 lb-pk 24Z, 24X, 25Z-, 25X 0 - 200 Hz 0.125 Hz

FTV-11 n/a Random (12 block, 23 avg) 200 lb-rms 13Z-, 14Z-, 17Z- 0 - 6.0 Hz 0.0019 Hz

FTV-12 n/a Free Decay Test, 1st Bending Modes n/a Y, Z n/a n/a

FTV-13 n/a Sine Dwell, 2nd Bending Mode Unstable Y n/a n/a

FTV-14 n/a Tap Test 50-200 lb-pk 26X-, 26Y, Aft Skirt (5 Locations) 0 - 200 Hz 0.125 Hz

FTV-T1 n/a Tap Test 250-500 lb-pk 24X, 24Z 0 - 200 Hz 0.125 Hz

FTV-T2 n/a Tap Test 400-800 lb-pk 25X, 25Z- 0 - 200 Hz 0.125 Hz

FTV-T3 n/a Tap Test 100-400 lb-pk 26X-, 26Y 0 - 200 Hz 0.125 Hz

FTV-7 Sine Sweep (0.01 Oct/min) 13Z- 3.29 - 3.88 Hz n/a

FTV-3 17Z- 1.01 - 1.26 Hz n/a Sine Sweep (0.01 Oct/min)

FTV-5 Sine Sweep (0.01 Oct/min) 17Z- 1.00 - 1.07 Hz n/a

FTV-6 Sine Sweep (0.01 Oct/min) 17Z- 1.14 - 1.26 Hz n/a

4.2 Ambient Noise Measurements 

Peak frequencies corresponding to the target modes were initially identified using the ambient 

noise data. A sample data set is shown in Figure 18 from FTV-P10, where the first 2000+ 

seconds were acquired while the High Bay 3 doors were open. This excited the vehicle to larger 

amplitudes than was normally achieved with the doors closed. The high bay was also in the 

process of being cleared, so the data are not likely to include any effects from personnel being 

inside the vehicle. 

The resulting autospectra from the ambient noise test is shown in Figure 19. The peak 

frequencies associated with the target modes were easy to identify from the autospectra. These 

peak frequencies are listed in Table 6, and can be seen to correspond to the frequencies identified 

from the pre-test analysis. Operating deflection shapes were also found to be consistent with the 

pre-test mode shapes. 
25

Figure 18. Time history from FTV-P10 ambient noise test. 

Figure 19. Autospectra from FTV-P10 ambient noise test with bending mode pairs labeled. 

Doors Open Doors Closed

2

nd 3rd 4

1 th st
26

Table 6. Peak Frequencies Identified in Ambient Noise Test FTV-P10 

Pre-Test Analysis Mode Ambient (FTV-P10)

Peak Frequency (Hz)

Pre-Test Analysis

Frequency (Hz)

1

st Bending Y 0.18 0.18

1

st Bending Z 0.22 0.22

2

nd Bending Y 1.05 1.02

2

nd Bending Z 1.19 1.17

3

rd Bending Y 3.45 3.25

3

rd Bending Z 3.68 3.50

4

th Bending Y 4.62 4.78

4

th Bending Z 4.79 4.84

4.3 Random Excitation Tests 

The random excitation data sets were the primary data for mode shape estimation and model 

calibration. In this section, the data quality from these tests is evaluated based on the FRF, 

coherence, reciprocity, and input force characteristics. Measurement linearity with force 

amplitude is also examined for the three random input test levels. 

Figure 20 shows a typical FRF that was computed by the H1 estimator during random excitation. 

The FRF shown relates the response at the top of the LAS structure to the excitations due to 

shaker E45 (location 13). After reviewing Figure 20, it should be clear that the data acquired for 

frequencies greater than 0.25 Hz was very clean with well defined peaks. Furthermore, the 

coherence in this frequency band is adequate, with only minor drops near the peak frequencies. 

However, for frequencies below 0.25 Hz, the coherence dropped significantly, as shown in 

Figure 21. This greatly affected the data for the 1st bending mode pair. Part of the problem is

attributed to the exogenous high ambient excitation input relative to the shaker inputs in this low 

frequency range. Attempts to improve the low frequency coherence for the random datasets 

included increasing the force level, reducing the bandwidth of the excitation, using signal 

conditioners with a lower frequency response, and acquiring raw ICP signals from the load cells. 

None of these techniques was able to improve the quality of the random data below 0.25 Hz. 

Because the data from the FTV-2 random test used four excitations, reciprocity can be assessed 

using Figures 22-27. All figures show that the Multi-Input Multi-Output (MIMO) tests have 

good reciprocity, particularly near the peak frequencies. 
27

Figure 20. Shaker 13Z- reference FRFs from FTV-2 random test. 

Figure 21. Shaker 13Z- low frequency for reference FRFs from FTV-2 random test. 

1

st

2

nd

3

rd

4

th
28

Figure 22. E-level shaker reciprocity from FTV-2 random test. 

Figure 23. B-level shaker reciprocity from FTV-2 random test. 
29

Figure 24. 45° shaker reciprocity from FTV-2 random test. 

Figure 25. 135° shaker reciprocity from FTV-2 random test 
30

Figure 26. E45/B135 shaker reciprocity from FTV-2 random test 

Figure 27. E135/B45 reciprocity from FTV-2 random test 
31

The average autopower of the excitations for the 130-lbs force level is shown in Figure 28 with 

several peaks in the ranges of 0.25 to 0.30 Hz, 1.10 to 1.30 Hz, and 2.00 to 2.25 Hz. Although 

this is an indication of interaction between the vehicle and the shakers, force levels were 

relatively flat across the excitation bandwidth for frequencies greater than 2.25 Hz. Between 

peaks, there were some minor drops in the force level, with the most significant drops occurring 

below 0.25 Hz. 

Figure 28. Excitation autopower from FTV-2 random test (12.5 Hz bandwidth) 

The force principal auto power spectra for the FTV-2 random test are shown in Figure 29. The 

differences between the principal values indicate that there was correlation among the inputs in 

the vicinity of the first two bending mode pairs and near the peaks observed in the input 

autopower. An examination of the coherence between these inputs (Figure 30 and 31) shows 

that correlated inputs associated with first bending mode pair only showed up between shakers in 

the same directions, which could indicate coupling through the structure due to the shaker 

platforms being located relatively close to one another. A similar coupling could also explain the 

correlated inputs present near the 2nd bending mode pair. Correlation between the inputs 

occurred at the peaks in the autopower, which are still unexplained. Although these findings may 

suggest that the test setup could have been updated to improve the random data, schedule and 

platform access constraints did not allow for modifications in the shaker setup. Nonetheless, 

consistency of modal parameter estimates derived from the random data and other test methods 

demonstrates that the setup was sufficient. Details about the consistency of the modal 

parameters will be discussed later in this report. 
32

Figure 29. Principal input spectra from FTV-2 test 

Figure 30. Coherence between input forces 

1

st Bending

2

nd Bending

Excitation Peaks
33

Figure 31. Low frequency view of coherence between input forces 

The linearity of the vehicle is studied by comparing FRFs using three force level inputs, as 

shown in Figures 32 and 33. The Y-direction FRFs are practically identical for all three load 

cases, indicating that the vehicle was linear in that direction. Likewise, the Z-direction FRFs are 

also nearly on top of each other, with the exception of the mode near 2.0 Hz, which was not a 

target mode and involved lateral movement of the vehicle and MLP. 

Variations in the resonant frequencies due to input load levels for the 2nd through 4th bending 

modes are shown in Table 7. Using only FRFs 1Y:-13Z and 1Z:-13Z from the random tests, the 

peak frequencies for several input levels are compared. Note that none of these modes varied by 

more than 0.82% in frequency. Because the damping value for these modes is low, the peak 

frequency is nearly identical to the natural frequency. 

1

st

Bending

2nd

Bending
34

Figure 32. Y-direction random test linearity 

Figure 33. Z-direction random test linearity 
35

Table 7. Peak Frequency Variation Due to Random Excitation 

Mode

Random

50 lb-rms Peak

Frequency (Hz)

Random

130 lb-rms Peak

Frequency (Hz)

Random

200 lb-rms Peak

Frequency (Hz)

50 vs. 200 lb-rms

Percent

Difference (%)

2Y 1.0605 1.0586 1.0586 -0.18

2Z 1.1953 1.1953 1.1855 -0.82

3Y 3.4649 3.4590 3.4531 -0.34

3Z 3.6856 3.6816 3.6738 -0.32

4Y 4.6133 4.6113 4.6074 -0.13

4Z 4.7910 4.7832 4.7832 -0.16

4.4 Free Decay Tests 

As illustrated in Figure 21, the random excitation techniques did not provide quality data for 

estimating the modal parameters for the 1st bending mode pair. There was also concern with the 

1

st mode frequency and damping at high amplitudes. In order to determine the frequency and 

damping of the 1st bending modes at high amplitude levels, the modes were excited by hand at 

the resonant frequency, then allowing the motion to decay. Figure 34 shows the manual 

excitation of the vehicle in the Y-direction from the E-roof platform. Because the shakers were 

detached, they did not have an influence on the damping of the vehicle, which allowed a 

logarithmic decrement approach to be used to compute the damping associated with the 1st

bending modes directly from the time history data. A time history of the acceleration at the tip 

of the LAS during one of these tests is shown in Figure 35. The data in the figure is low pass 

filtered with a Bessel filter at 1.0 Hz in order to reduce the influence of higher frequency modes 

on the peak amplitudes. The red lines in the figure indicate the beginning and end of the data 

used in the logarithmic decrement damping estimate and for calculation of the damped natural 

frequency. As was the case with the peak frequency, the damped natural frequency is assumed 

equal to the natural frequency of the mode due to low damping. 

Data for the logarithmic decrement damping estimate in terms of log of peak amplitude versus 

peak number is shown in Figure 36, where the slope is proportional to damping. Because the 

slope is linear with amplitude, one should expect the damping to be constant over the tested 

amplitude range. A similar trend can be seen for the Z-direction in Figures 37 and 38. 
36

Figure 34. Manual excitation for 1st bending mode in Y-direction.

Figure 35. Third Y-direction free decay test time history (location 1Y) 

1350 1400 1450 1500 1550 1600 1650 1700

-0.02

-0.015

-0.01

-0.005

0

0.005

0.01

0.015

0.02

Time History

Acceleration (g)

Time (s)
37

Figure 36. Fit of damping from third Y-direction free decay test (location 1Y) 

Figure 37. First Z-direction free decay test time history (location 1Z) 

900 1000 1100 1200 1300 1400

-0.03

-0.02

-0.01

0

0.01

0.02

0.03

Time History

Acceleration (g)

Time (s)
38

Figure 38. Fit of damping from first Z-direction free decay test (location 1Z) 

A summary of the results from the logarithmic decrement damping estimates from all free decay 

tests is shown in Table 8. The amplitudes listed in the table were integrated by dividing the 

acceleration amplitudes by the square of the estimated frequency. This allowed the amplitude 

dependence of the damping to be studied for the first bending mode pair. Also shown in the table 

is a single estimate for the second bending mode in the Y-direction. This was estimated from 

dataset FTV-9, which was band-pass filtered with a Bessel filter from 0.7 to 1.3 Hz. 

Table 8. Damping Estimates from All Free Decay Tests 

Mode Decay #

Maximum

Unfiltered

Amplitude

During Push (in)

Maximum

Unfiltered

Amplitude at

Start of Decay (in)

Maximum Fit

Amplitude (in)

Free Decay

Frequency (Hz) Damping (%)

1Y 1 5.40 4.90 4.75 0.1776 0.81

1Y 2 7.80 7.80 6.78 0.1764 0.88

1Y 3 8.28 8.28 5.98 0.1764 0.88

1Z 1 6.85 6.85 5.55 0.2149 0.45

1Z 2 8.29 8.29 6.45 0.2142 0.43

1Z 3 7.82 7.82 6.97 0.2145 0.44

2Y 1 0.0908 0.0793 0.0392 1.0561 0.23

Note: Mode 1Y=1st Bending Y-direction; 1Z=1st Bending Z-direction; 2Y=2nd Bending Ydirection 
39

4.5 Sine Sweep Tests 

In order to test the linearity of the 2nd through 3rd bending modes due to input force levels, sine 

sweep tests were performed at 50, 100, and 200 lb-pk force levels at a sweep rate of 0.01 

Oct/min. For the force controlled sine sweeps, the 0.01 Oct/min sweep rate was the slowest rate 

that could be selected in the software. This was an optimum sweep rate to reach steady state 

response for the 3rd bending modes, but for the 2nd bending modes, the optimum sweep rate was 

0.003 Oct/min. Recall that the optimum logarithmic sweep rate through a resonance is less than 

310(fn)(ζn)

2

 Oct/min [6], where fn is the natural frequency (Hz) and ζn is the percent critical 

damping. Because these sweeps were not performed at the optimum rate for the 2nd bending 

modes, certain processing approaches are not applicable to the data, although the FRF estimates 

are still valid. 

The force controlled sine sweeps of the 2nd bending mode pair went unstable after the excitation 

frequency passed through resonance. Figures 39 and 40 show a sample set of data depicting the 

instability. In this case, the 100 lb-pk force input increased to 190 lb-pk after passing the peak 

acceleration amplitude, then dropped to 60 lb-pk before the excitation was shut off at 

approximately 540 seconds. 

Figure 39. Force control instability for 100 lb-pk sine sweep of mode 2Y 
40

Figure 40. LAS Tip Acceleration for 100 lb-pk sine sweep of mode 2Y 

Figures 41-44 show FRFs from sine sweep tests with three input force levels (FTV-5 through 

FTV-7) and the 200 lb-rms random test. To estimate the FRF data from sine sweeps, a single 

Discrete Fourier Transform (DFT) of the entire time history for each channel is used. Because a 

single DFT block was used to process the data, the FRFs could then be estimated by a simple 

ratio of the acceleration spectra divided by the force spectrum. For the sine sweeps of the 3rd

bending modes, a Hanning window was applied to the block in order to reduce leakage while 

having a minimal effect on the damping estimates. This Hanning window technique could not be 

applied to the 2nd bending mode sine sweeps because it had too much effect on the damping 

estimates. The resulting FRF data from the sweeps show that the sine sweep excitation slightly 

changes the characteristics of the 2nd bending modes, but that the 3rd bending modes remain 

essentially unchanged. 
41

Figure 41. Nonlinearity in mode 2Y due to varying sine sweep levels 

Figure 42. Nonlinearity in mode 2Z due to varying sine sweep levels 
42

Figure 43. Nonlinearity in mode 3Y due to varying sine sweep levels 

Figure 44. Nonlinearity in mode 3Z due to varying sine sweep levels 

Torsion Mode Bending

Mode 3Z
43

Changes in the peak frequency when using sine sweep excitation are shown in Table 9. The 

natural frequency of the 2nd bending mode in the Z-direction changed -1.2% from 50 to 200 lbpk. However, other modes changed less than 0.2% due to the different force levels. 

Table 9. Peak Frequency Nonlinearity Due to Sine Sweep Excitation 

Mode

Sweep Up

50 lb-pk Peak

Frequency (Hz)

Sweep Up

100 lb-pk Peak

Frequency (Hz)

Sweep Up

200 lb-pk Peak

Frequency (Hz)

50 vs. 200 lb-pk

Percent

Difference (%)

2Y 1.0527 1.0527 1.0508 -0.18

2Z 1.1836 1.1797 1.1699 -1.16

3Y 3.4600 3.4590 3.4590 -0.03

3Z 3.6777 3.6797 3.6729 -0.13

4.6 Impact Tests 

Figures 45-50 show results from the impact (Tap) test. The impact tests were initially performed 

at the time of the modal test with the GNC instrumentation inactive and later repeated with the 

GNC sensors powered on. The first impact test, performed on August 30, 2009 (FTV-14), used 

capacitive accelerometers [CAP], whereas the second test performed on September 23, 2009, 

used ICP® accelerometers [ICP]. ICP accelerometers have an acceleration range of 10 g versus 

3 g for the capacitive accelerometers, which allowed for higher impact loads at the input location 

without saturation of the sensor. This could explain why the ICP measurements appear to be 

cleaner than the capacitive ones. In addition, the vehicle control system instrumentation was 

mounted in its flight configuration for the second set of tap tests. During the second set of tap 

tests, the control sensors were powered and data was recorded in the control bandwidth. No 

problems were identified based on the control sensor measurements. The drive point 

measurements for the forward RRGU show that the first major responses occur above 100 Hz. A 

similar trend was observed for the FTINU location in the X-direction, but the radial direction did 

not show a significant response in the measured bandwidth due to significant local stiffness in 

that direction. However, the aft RRGU measurement in the radial direction showed that the first 

major response at that location occurred near 60 Hz. Additionally, a series of tap tests around 

the aft skirt, shown in Figure 51, revealed that the first major response of the aft skirt was also 

around 60 Hz. It is important to bear in mind that this is the response of the aft skirt while the 

FTV is fastened to the MLP hold down posts, which is not expected to be the same as the 

response during flight. 
44

Figure 45. Drive point FRFs from tap tests at forward RRGU in X-direction 

Figure 46. Drive point FRFs from tap tests at forward RRGU in radial direction 
45

Figure 47. Drive point FRFs from tap tests at FTINU in X-direction 

Figure 48. Drive point FRFs from tap tests at FTINU in radial direction 
46

Figure 49. Drive point FRFs from tap tests at aft RRGU in X-direction 

Figure 50. Drive point FRFs from tap tests at aft RRGU in radial direction 
47

Figure 51. FRFs from tap tests on aft skirt in radial direction (reference: 23Z, 270°) 

5.0 Experimental Modal Analysis Results 

Modal parameters were estimated using different estimation algorithms by several analysts. Most 

analysts used the H1 FRF estimates from random excitation data with industry standard 

parameter estimation routines. A more rigorous approach was used to improve the 1st bending 

mode estimates using data from the 200 lb-rms random test. In this case, time history data from 

the accelerometers and Integrated Electronics Piezo Electric (IEPE) load cell signals were 

processed (after removing biases) by taking cyclic averages, then applying a Hanning window, 

and processing the blocks with a 75% overlap. An Hv estimator is then applied to compute the 

FRF. The curve fit used the PolyMAX algorithm [7], and only the Y and Z-axis measurements 

were included during the pole estimation process. 

Parameter estimation results for the Ares I-X FTV on the MLP are summarized in Table 10 with 

the target modes highlighted. Because of the difficulties estimating the 1st bending mode pair, the 

frequency and damping estimates for these modes are from the free decay data. Free decay data 

was also used in addition to the random data to estimate the frequency and damping of the 2nd

bending modes. Overall, the results compiled from different analysts, parameter estimation 

routines, and datasets is very consistent. Furthermore, the peak frequencies identified in the 

ambient data sets without the shakers attached are also consistent with the estimated modal 

frequencies (see Table 6). A test geometry file and final set of modes is included on the data 

archival DVD. The archived modal parameter estimates are from the FTV-11 (200 lb-rms) test 

and the free-decay tests. The corresponding mode shapes are shown in Appendix E. 
48

Frequency and damping variations with amplitude were also of interest. It was shown in Section 

4 that the frequencies of the target modes changed by l.2% or less over the tested force range. 

Likewise, the damping for the 1st bending mode pair was examined using the free-decay data 

(see Section 4.3) and shown to have linear response. To gain additional insight into the damping 

behavior for the 2nd and 3rd bending modes, parameter estimates for the random and sine sweep 

data were used to investigate the damping linearity. Table 11 shows the damping values for the 

200 lb-rms random test along with estimated peak displacements. To estimate the peak 

displacements at location 1, the rms acceleration between the half power points of each mode 

from the autospectra measurements is multiplied by 3 to estimate a 3-sigma peak, and then 

integrated to compute the displacement by dividing by the frequency squared. 

 Table 10. Summary of Modal Parameter Estimates for Ares I-X FTV 

Mode No. & 

Description

Average 

Freq (Hz)

STDev

Freq 

(Hz)

Average 

Damp 

(%)

STDev 

Damp 

(%)

Min 

Damp 

(%)

Max 

Damp 

(%)

Data Source

1-1

st Bending Y 0.178 0.002 0.848 0.038 0.81 0.88 free-decay data

2-1

st Bending Z 0.213 0.002 0.433 0.017 0.41 0.45 free-decay data

3-2

nd Bending Y 1.06 0.001 0.290 0.034 0.23 0.31 free-decay / random 

4-2

nd Bending Z 1.19 0.004 0.372 0.081 0.25 0.46 free-decay / random

5-System Lateral Z 1.87 0.004 2.48 0.335 2.24 2.95 random

6- System Lateral Y 2.07 0.010 1.25 0.057 1.17 1.30 random

7-System Torsion 2.92 0.029 1.20 0.222 0.96 1.40 random

8-System Vertical 3.42 - 1.66 - - - random :FTV-2 

9-3

rd Bending Y 3.46 0.003 0.483 0.036 0.43 0.51 random 

10-3

rd Bending Z & 

Torsion 3.65 0.002 0.388 0.015 0.37 0.40 random 

11-3

rd Bending Z 3.68 0.003 0.385 0.006 0.38 0.39 random 

12-4

th Bending LAS 

dominated (45 ) 4.61 0.001 0.175 0.006 0.17 0.18 random 

13-4

th Bending LAS 

dominated (135 )

4.78 0.003 0.243 0.01 0.23 0.25 random 

14-System Lateral 6.18 0.001 1.36 0.017 1.35 1.38 random 

15-5

th Bending Y 6.41 0.003 0.673 0.015 0.66 0.69 random 

16-5

th Bending Z 6.66 0.004 1.35 0.056 1.29 1.40 random 
49

Table 11. Damping and Displacement Estimates from Random Tests 

Mode Force (lb-rms)

Location 1 

Displacement

(in-pk)

Curve Fit

Damping

(%)

2nd Bending Y 200 0.00618 0.31

2nd Bending Z 200 0.00809 0.43

3rd Bending Y 200 0.0199 0.49

3rd Bending Z 200 0.0204 0.39

4th Bending (45°) 200 0.0251 0.18

4th Bending (135°) 200 0.0228 0.25

Listed in Table 12 are the sine sweep damping and displacement values. The peak displacements 

were determined by finding the peak acceleration value from the time histories, then integrating 

by dividing by the frequency squared. In contrast, the damping values were determined by curve 

fitting the FRFs from the sine sweeps. 

Table 12. Damping and Displacement Estimates from Sine Sweep Tests 

Mode Force (lb-pk)

Location 1

Displacement

(in-pk)

Curve Fit

Damping

(%)

50 0.111 0.272

100 0.213 0.283

200 0.389 0.302

50 0.073 0.386

100 0.127 0.335

200 0.199 0.343

50 0.0178 0.470

100 0.0338 0.507

200 0.0655 0.537

50 0.0128 0.395

100 0.0251 0.388

200 0.0524 0.410

2nd Bending Y

2nd Bending Z

3rd Bending Y

3rd Bending Z

The sine sweep and random damping estimates from Tables 11 and 12 are plotted in Figures 52 

and 53. Recall that free-decay damping estimates for the 2nd bending mode in the Y-direction 

were shown in Table 8. There is no clear trend in the damping with respect to displacement 

amplitude. The damping for the 2nd and 3rd bending modes in the Y-direction appear to increase 

slightly with amplitude, while the damping for the 2nd bending mode in the Z-direction appears 

to decrease with amplitude over the range tested. Nonetheless, the 3rd bending mode in the Zdirection appears to have an approximately constant damping value across the tested range. In 

all cases, the variation in damping is relatively small for the tested amplitude range. 
50

Figure 52. Amplitude dependence of 2nd bending mode damping estimates 

Figure 53. Amplitude dependence of 3rd bending mode damping estimates 

0.000

0.050

0.100

0.150

0.200

0.250

0.300

0.350

0.400

0.450

0.500

0.000 0.050 0.100 0.150 0.200 0.250 0.300 0.350 0.400 0.450

Damping (%)

Location 1 Peak Amplitude (in)

2Y(SineSweep)

2Y(FreeDecay)

2Y (Random)

2Z(SineSweep)

2Z (Random)

0.000

0.100

0.200

0.300

0.400

0.500

0.600

0.000 0.010 0.020 0.030 0.040 0.050 0.060 0.070

Damping (%)

Location 1 Peak Amplitude (in)

3Y(SineSweep)

3Y (Random)

3Z(SineSweep)

3Z (Random)
51

The Ares I-X FTV and MLP were transported to the launch pad using the Crawler Transporter 

on October 20, 2009. Figure 54 shows the rollout configuration. There were two sets of triaxial 

accelerometers recorded during rollout, one on the crew module (X=785‖) and one on the IS-1 

segment (X=1966‖). After setting the Ares I-X and MLP system down on the support stands, 

ambient data was acquired at the pad to confirm that the modal response behavior did not change 

due to rollout. A comparison of the pre-modal test ambient response in the Vehicle Assembly 

Building and the on-pad ambient response is shown in Figure 55. No significant changes in the 

frequency response are noted. The peak frequencies for the target modes are in excellent 

agreement. The higher on-pad response is attributed to wind loading. 

Figure 54. Rollout Configuration: Ares I-X on the MLP and Crawler Transporter. 
52

 

Figure 55. Comparison of pre-modal test (green) and on-pad (blue) ambient response for 

crew module accelerometers. Y-axis response (Left) and Z-axis response (Right). 

6.0 Comparison of Analysis and Test 

This section provides a summary of the comparisons between the pre-test analysis and test data. 

Details of the model calibration process can be found in Horta [8]. Evaluation with respect to the 

guidance and control requirements outlined in section 2.0 will also be summarized. The 

guidance and control metrics for the first three free-free bending modes were: 10% for 1st

bending mode frequency and 20% for higher modes; node locations within +/- 100 inches; and 

modal deformations within 20% of nominal for the 1st bending mode pair and 50% for higher 

modes. While these requirements could not be verified on the free-free configuration, the 

calibration of the model was done for comparable modes (2nd through 4th bending) for the FTV 

on the MLP. The predictions of the free-free modes were then assumed to have similar 

test/analysis variances as determined for the FTV on MLP configuration. 

The Y-Axis bending modes for test and analysis are overlaid in Figure 56 (courtesy of Aerospace 

Corporation). Similar behavior for the Z-axis bending modes was observed. For display 

purposes, the test data was expanded back to the full finite element model. Mode shapes and 

node locations are consistent between test and analysis. Primary response directions for the 4th

bending mode for the test data is aligned with the 45-degree plane and 135-degree plane, 

whereas the analysis shows a primarily Y-axis and Z-axis response. The 4th bending mode pair 

is dominated by the LAS motion and varies from the Y- and Z-axis response directions observed 

for the 1st through 3rd bending mode pairs. Although the measured fourth bending modes are not 

on the Y- and Z-axis, they still provide an orthogonal set that adequately describes the modal 

space. 
53

Figure 56. Overlay of pre-test analysis (purple) and test (yellow) mode shapes in Y-axis. 

A comparison of the average measured frequencies to the pre-test analysis frequencies for the 

target modes is provided in Table 13. The comparison shows that the majority of the measured 

frequencies were within 5% of predictions, with one exception at 6.1% for the 3rd bending mode 

in the Y-direction. These results are within the guidance and control requirements on frequency. 

Table 13. Comparison of Test/Analysis Frequencies 

Mode Pre-Test Analysis 

Frequency (Hz)

Modal Test 

Frequency1(Hz)

% Difference

( test

-

analysis)/ test*100

1

st Bending Y 0.176 0.178 1.1

1

st Bending Z 0.216 0.213 -1.4

2

nd Bending Y 1.02 1.06 3.8

2

nd Bending Z 1.17 1.19 1.7

3

rd Bending Y 3.25 3.46 6.1

3

rd Bending Z 3.50 3.68 4.9

4

th Bending LAS Y (45 ) 4.78 4.61 -3.7

4

th Bending LAS Z (135 ) 4.84 4.78 -1.2

Note: (1) Average frequency from Table 10. 

The cross-orthogonality metric compares test mode shapes extracted from measured FRFs with 

mode shape predictions weighted using the analytical mass matrix. The cross-orthogonality is 

shown in Figure 57. Since the project constrained the amount of instrumentation, no threshold 

values were set for this metric. Strong correlation for the target modes is found with values 

≥0.98 for the first five target modes. However, the 3rd bending mode had a low value of 0.72 due 

to difficulty in separating this mode from the closely spaced torsion mode. Lastly, orthogonality 
54

values for the 4th bending mode pair are greater than 0.78 but have high off-diagonal terms due 

to the test modes being aligned with the 45- and 135-degree orientations. 

 Figure 57. Cross-orthogonality matrix in graphical and table format. 

Data for test and analysis are compared in terms of the Principal Value (PV) bounds of the FRFs. 

These PVs are computed as the singular value decomposition of the FRF matrix at each 

frequency. To compute the PV bounds, the maximum of all maxima and minimum of all minima 

are collected from multiple NASTRAN runs. For cases with multiple singular values (i.e., 

multiple input shakers), only the maximum and minimum are compared. For the flight vehicle, 

the pre-test analysis PV uncertainty bounds were estimated using 200 NASTRAN runs with 

uncertainty in the FEM properties as defined in Reference [8]. Pre-test uncertainty studies 

included variations in the ballast mass of the upper stage, LAS modulus, upper stage joint 

stiffness, forward skirt modulus, and the FTV to MLP interface stiffness. Figure 58 shows the 

PV bounds for the analysis (solid) and test (dashed). Using 200 NASTRAN models, the 

probability of observing test data outside the analysis bounds is < 1/200, assuming that the 
55

parameter uncertainty model is adequate. To be consistent with the guidance and control studies 

the FEM used a nominal damping value of 0.5%. For the most part the test data is within the 

analysis uncertainty bounds, which indicates good agreement between the test and analysis. For 

additional information on the model calibration process, see Horta [8].

 

Figure 58. Comparison of principal values of the frequency response functions. 

Aside from comparing mode shapes using orthogonality, the guidance and control group 

requested a comparison of node line locations and modal deformation for the 2nd through 4th

bending modes, which are modes similar to the free-free modes of interest (see Figure 5). In 

order to estimate node line locations without the effects of the MLP, the base motion at the 

interface was removed from both the FEM and the measured mode shapes and the resulting 

shapes plotted along the sensor line in Figures 59-61. Superimposed on the figures are shapes 

with amplitudes that have been perturbed by 20% and/or 50%. It was difficult to assess the 4th

bending mode due to the dominant LAS motion shown for X≤500 inches in Figure 61 (Top). 

Lower amplitude response data with the LAS points removed are shown in Figure 61 (Bottom). 

Node locations were estimated along the sensor line and along the vehicle centerline. Worstcase variance between analysis and test for three independent estimates along the sensor line are 

provided in Table 14. The only violation of the +/-100 inch requirement was at one node point 

for the LAS dominated 4th bending mode. After review by the guidance and control group prior 

to flight, this violation was deemed non-critical for the flight control system. 

10- 1 100101

10- 9

10- 8

10- 7

10- 6

10- 5

10- 4

10- 3

 Frequency

 Principal values

MSC Max

MSC min

Test Max

Test min
56

Figure 59. Comparison of mode shape deformation and nodal lines along sensor line for 

2

nd Bending Mode Y-Axis (Top) and Z-Axis (Bottom). 
57

Figure 60. Comparison of mode shape deformation and nodal lines along sensor line for 

3

rd Bending mode. 
58

Figure 61. Comparison of mode shape deformation and nodal lines along sensor line for 4th

Bending mode. Full vehicle (Top) and with LAS measurement points removed (Bottom). 
59

Table 14. Node Location Estimates 

Mode

Node 1 Node 2 Node 3

Centerline 

Location

(in)

Max 

Variation

+/- (in)

Centerline 

Location

(in)

Max 

Variation

+/- (in)

Centerline 

Location

(in)

Max 

Variation

+/- (in)

2

nd Bending Y: 1.02 Hz 1814 3

2

nd Bending Z: 1.17 Hz 1702 39

3

rd Bending Y: 3.25 Hz 1289 3 2873 9

4

th Bending LAS Y (45 ): 

4.78 Hz 637 74 1789 109 3124 82

Notes: Listed max variation is from three independent assessments about sensor line; for mode 

pairs not shown use the listed variation. 

7.0 Conclusions 

The modal test successfully identified all of the targeted bending modes for the Ares I-X FTV on 

the MLP. Modal parameters were obtained using both multi-input random and free decay tests. 

Although the 1st bending mode pair was difficult to measure with the random shaker input, due to 

low coherence and split-peaks in the FRFs, manual excitation and free-decay response provided 

adequate data to estimate the 1st bending mode parameters. The 2nd through 4th bending modes 

were well identified using the multi-input random data. Additionally, sine sweep tests were 

performed on the 2nd and 3rd bending modes to investigate frequency nonlinearities. Results from 

multiple levels of random and sine sweep testing indicated linear response behavior of the 

modes, with maximum frequency shifts of 1.2% for quadruple the force levels. Comparisons of 

pre-test analysis and test data showed good agreement based on cross-orthogonality and principal 

value metrics. 

It was shown that the measured modal parameters fell within the assumed Monte Carlo variance 

used in the control system studies, with the exception of the 4th bending mode node line for the 

FTV on the MLP. The LAS motion dominated this mode and errors in the relatively low 

amplitude response along the rest of the vehicle may have contributed to this exception. 

Measured modal frequencies were in good agreement with pre-test analysis having a worst-case 

error of 6.1%. With this information and the requirements initially provided by the guidance 

and navigation team, the nominal Ares I-X model was found to be adequate for evaluation of the 

flight control system without need for additional parameter adjustments. 
60

References: 

[1] NASA Fact Sheet, Constellation Program: Ares I-X Flight Test Vehicle, FS-2009-03-007-

JSC, 2009. http://www.nasa.gov/pdf/354470main_aresIX_fs_may09.pdf 

[2] Tuttle, R., and Lollock, J. A.; Modal Test Data Adjustment for Interface Compliance, 

Proceedings of IMAC XXVIII, Jacksonville, Florida, February 1-4, 2010. 

[3] Kammer, D. C.; Sensor Placement for On-Orbit Modal Identification and Correlation of 

Large Space Structures, Journal of Guidance, Volume 14, No. 2, March-April 1991. 

[4] Walker, Frank; KSC Work Plan FA-GIE-0040, Ares IX Full Vehicle Modal Test-Ground 

Instrumentation Support, NASA KSC, August 2009. 

 

[5] Templeton, J. D., Buehrle, R. D., Parks, R. A., Lazor, D. R., and Gaspar, J. L.; Ares I-X 

Launch Vehicle Modal Test Measurements and Data Quality Assessments, Proceedings of 

IMAC XXVIII, Jacksonville, Florida, February 1-4, 2010. 

 [6] Ewins, D.J., Modal Testing: Theory, Practice and Application, 2nd Edition, Research Studies 

Press Ltd., pp. 231-234, 2000. 

[7] Peeters, B, et. al., ―The PolyMAX Frequency Domain Method: A New Standard for Modal 

Parameter Estimation?‖ Journal of Shock and Vibration, Vol. 11, pp. 395 – 409, 2004. 

 [8] Horta, L. H., Reaves, M. C., Buehrle, R. D., Templeton, J. D., Lazor, D. R., Gaspar, J. L., 

Parks, R. A., and Bartolotta, P. A..; Finite Element Model Calibration Approach for Ares I-X, 

Proceedings of IMAC XXVIII, Jacksonville, Florida, February 1-4, 2010. 
61

Appendix A: Acronyms and Abbreviations 

BNC (Bayonet Neill Concelman) coaxial cable connector 

CM Crew Module 

CS Coordinate System 

CDAS Critical Data Acquisition System 

DAS Data Acquisition System 

DFT Discrete Fourier Transform 

DOF Degree of Freedom 

FEM Finite Element Model 

FTINU Fault Tolerant Inertial Navigation Unit 

FRF Frequency Response Function 

FTV Flight Test Vehicle 

GRC Glenn Research Center 

GSE Ground Support Equipment 

HPS Hydraulic Power Supply 

Hz Hertz 

IEEE Institute of Electrical and Electronics Engineers 

IEPE Integrated Electronics Piezo Electric 

IPT’s Integrated Product Teams 

IS Interstage 

IVM Integrated Vehicle Model 

HB High Bay 

KSC Kennedy Space Center 

LaRC Langley Research Center 

LAS Launch Abort System 

lb Pound 

LVDT Linear Variable Displacement Transducer 

MIMO Multi-Input Multi-Output 
62

MLP Mobile Launcher Platform 

MSFC Marshall Space Flight Center 

pk Peak 

psi Pounds per square inch 

PV Principal Value 

rms Root Mean Square 

RRGU Redundant Rate Gyro Unit 

SA Spacecraft Adapter 

SE&I Systems Engineering & Integration 

SM Service Module 

SSAS Super-Segment Assembly Stand 

STDev Standard Deviation 

STI Scientific and Technical Information 

TBD To Be Determined 

TBR To Be Resolved 

UPS Uninterrupted Power Supply 

USS Upper Stage Simulator 

VAB Vehicle Assembly Building 

VXI VME eXtensions for Instrumentation 
63

Appendix B: Equipment List 

Table B.1. FTV Equipment List (1 of 3) 

DATA ACQUISITION SYSTEM (DAS) RACK

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE MISC

VXI MAINFRAME AGILENT TECHNOLOGIES E8403A US38001676 LaRC 1 n/a n/a

SLOT-0 INTERFACE AGILENT TECHNOLOGIES E8491A US39007039 LaRC 1 n/a n/a VXI 0

16 CHANNEL DIGITIZER VXI TECHNOLOGY INC VT1432B US45004211 LaRC 1 6/26/2009 6/26/2011 VXI 1

16 CHANNEL DIGITIZER VXI TECHNOLOGY INC VT1432B US45004212 LaRC 1 6/26/2009 6/26/2011 VXI 2

16 CHANNEL DIGITIZER VXI TECHNOLOGY INC VT1432B US45004209 LaRC 1 6/26/2009 6/26/2011 VXI 3

16 CHANNEL DIGITIZER VXI TECHNOLOGY INC VT1432B US45004210 LaRC 1 6/26/2009 6/26/2011 VXI 4

16 CHANNEL DIGITIZER VXI TECHNOLOGY INC VT1432B US45004537 LaRC 1 1/22/2008 1/22/2010 VXI 5

16 CHANNEL DIGITIZER VXI TECHNOLOGY INC VT1432B US45004538 LaRC 1 1/22/2008 1/22/2010 VXI 6

4 CHANNEL SOURCE MODULE HEWLETT-PACKARD CO E1434A US37260104 LaRC 1 n/a n/a VXI 7

16 CHANNEL DIGITIZER WITH SOURCE VXI TECHNOLOGY INC VT1432B US45004540 LaRC 1 1/22/2008 1/22/2010 VXI 8

DIGITAL OSCILLOSCOPE TEKTRONIX TDS2014 C014678 LaRC 1 n/a n/a

ICP/VOLTAGE 8CH INPUT BOX AGILENT TECHNOLOGIES 3241A n/a LaRC 4 n/a n/a

VOLTAGE 8CH INPUT BOX HEWLETT-PACKARD CO 3240A n/a LaRC 4 n/a n/a

ICP/VOLTAGE 8CH INPUT BOX HEWLETT-PACKARD CO E1432-61600 US35371483, 88 LaRC 2 n/a n/a

VOLTAGE 8CH INPUT BOX HEWLETT-PACKARD CO E1432-61602 US35370238, 44 LaRC 2 n/a n/a

SIGNAL CONDITIONER (S/C) Rack

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE MISC

CAPACITIVE SIGNAL CONDITIONER PCB PIEZOTRONICS 478A16 157 MSFC 1 1/12/2009 1/12/2010 S/C 1

CAPACITIVE SIGNAL CONDITIONER PCB PIEZOTRONICS 478A16 154 MSFC 1 3/10/2009 3/10/2010 S/C 2

CAPACITIVE SIGNAL CONDITIONER PCB PIEZOTRONICS 478A16 151 LaRC 1 11/7/2008 11/7/2009 S/C 3

CAPACITIVE SIGNAL CONDITIONER PCB PIEZOTRONICS 478A16 311 MSFC 1 1/12/2009 1/12/2010 S/C 4

CAPACITIVE SIGNAL CONDITIONER PCB PIEZOTRONICS 478A16 290 MSFC 1 6/24/2009 12/24/2009 S/C 5

CAPACITIVE SIGNAL CONDITIONER PCB PIEZOTRONICS 478A16 312 MSFC 1 1/12/2009 1/12/2010 S/C 6

ICP SIGNAL CONDITIONER PCB PIEZOTRONICS 483B07 729 MSFC 1 5/11/2009 11/11/2009 S/C 7

CAPACITIVE SIGNAL CONDITIONER PCB PIEZOTRONICS 445A101 327-328 LaRC 2 2/20/2009 2/20/2010 S/C 8

POWER SUPPLY PCB PIEZOTRONICS 441A101 1364 LaRC 1 n/a n/a S/C 8

BANDPASS FILTER KROHN-HITE 3343 2080 LaRC 1 4/20/2009 4/20/2011 E Shakers

BANDPASS FILTER KROHN-HITE 3343R 479 LaRC 1 3/11/2009 3/11/2011 B Shakers

ICP SIGNAL CONDITIONER PCB PIEZOTRONICS 480C02 5512 MSFC 1 12/28/1998 12/28/1999 E45 (13Z-) Load Cell

ICP SIGNAL CONDITIONER PCB PIEZOTRONICS 480C02 5509 MSFC 1 12/28/1998 12/28/1999 E135 (14Z-) Load Cell

ICP SIGNAL CONDITIONER PCB PIEZOTRONICS 480C02 5507 MSFC 1 12/28/1998 12/28/1999 B45 (16Z-) Load Cell

ICP SIGNAL CONDITIONER PCB PIEZOTRONICS 480C02 5505 MSFC 1 12/28/1998 12/28/1999 B135 (17Z-) Load Cell

ICP INSTRUMENTATION

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE SENS MISC

IMPACT HAMMER PCB PIEZOTRONICS 086B20 4095 LaRC 1 4/9/2009 4/9/2010 1.08 mV/lbf

LOAD CELL PCB PIEZOTRONICS 223M13 1614 MSFC 1 6/26/2009 6/26/2010 5.410 mV/lbf Shaker B45

LOAD CELL PCB PIEZOTRONICS 223M13 1615 MSFC 1 12/10/2008 12/10/2009 5.148 mV/lbf Shaker B135

LOAD CELL PCB PIEZOTRONICS 223M13 1616 MSFC 1 12/10/2008 12/10/2009 5.549 mV/lbf Shaker E45

LOAD CELL PCB PIEZOTRONICS 223M13 1618 MSFC 1 12/10/2008 12/10/2009 5.528 mV/lbf Shaker E135
64

Table B.1. FTV Equipment List (2 of 3)

MSFC ACCELEROMETERS

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE 159.2Hz SENS (mV/g) DC SENS (mV/g)

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2562 MSFC 1 1/21/2009 1/21/2010 998 975

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2563 MSFC 1 1/21/2009 1/21/2010 1050 988

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2567 MSFC 1 1/22/2009 1/22/2010 1020 989

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2569 MSFC 1 1/21/2009 1/21/2010 1000 991

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2570 MSFC 1 1/21/2009 1/21/2010 964 980

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2571 MSFC 1 1/21/2009 1/21/2010 975 982

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2576 MSFC 1 1/21/2009 1/21/2010 991 975

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2577 MSFC 1 1/21/2009 1/21/2010 1050 989

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2578 MSFC 1 1/22/2009 1/22/2010 983 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2579 MSFC 1 1/21/2009 1/21/2010 1020 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2580 MSFC 1 1/21/2009 1/21/2010 1040 990

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2581 MSFC 1 1/21/2009 1/21/2010 1040 988

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2582 MSFC 1 1/21/2009 1/21/2010 1040 997

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2583 MSFC 1 1/21/2009 1/21/2010 1040 986

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2584 MSFC 1 1/22/2009 1/22/2010 1030 983

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2585 MSFC 1 1/22/2009 1/22/2010 996 992

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2586 MSFC 1 1/22/2009 1/22/2010 999 981

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2587 MSFC 1 1/21/2009 1/21/2010 1030 991

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2588 MSFC 1 1/22/2009 1/22/2010 1020 978

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2589 MSFC 1 1/21/2009 1/21/2010 979 983

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2591 MSFC 1 1/22/2009 1/22/2010 1040 990

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2592 MSFC 1 1/21/2009 1/21/2010 1040 986

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2595 MSFC 1 1/22/2009 1/22/2010 1010 995

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2596 MSFC 1 1/22/2009 1/22/2010 1040 988

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2597 MSFC 1 1/21/2009 1/21/2010 1040 997

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2598 MSFC 1 1/21/2009 1/21/2010 1020 1000

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2599 MSFC 1 1/21/2009 1/21/2010 974 991

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2601 MSFC 1 1/22/2009 1/22/2010 1000 988

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2603 MSFC 1 1/21/2009 1/21/2010 1030 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2605 MSFC 1 1/22/2009 1/22/2010 987 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2606 MSFC 1 1/22/2009 1/22/2010 1020 987

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2607 MSFC 1 1/22/2009 1/22/2010 1010 983

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2608 MSFC 1 1/22/2009 1/22/2010 1010 985

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2609 MSFC 1 1/21/2009 1/21/2010 1030 981

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2610 MSFC 1 1/22/2009 1/22/2010 1000 983

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2611 MSFC 1 1/21/2009 1/21/2010 1020 994

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2612 MSFC 1 1/21/2009 1/21/2010 1040 988

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2613 MSFC 1 1/21/2009 1/21/2010 1010 995

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2614 MSFC 1 1/22/2009 1/22/2010 1040 974

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2615 MSFC 1 1/22/2009 1/22/2010 1050 992

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2670 MSFC 1 1/22/2009 1/22/2010 1050 992

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2671 MSFC 1 1/22/2009 1/22/2010 1030 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2672 MSFC 1 1/21/2009 1/21/2010 991 986

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2673 MSFC 1 1/22/2009 1/22/2010 1030 985

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2675 MSFC 1 1/22/2009 1/22/2010 1030 988

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2676 MSFC 1 1/21/2009 1/21/2010 943 991

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 2679 MSFC 1 1/22/2009 1/22/2010 1030 981

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8138 MSFC 1 1/21/2009 1/21/2010 1010 976

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8139 MSFC 1 1/21/2009 1/21/2010 985 977

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8140 MSFC 1 1/21/2009 1/21/2010 1060 1020

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8141 MSFC 1 1/21/2009 1/21/2010 1010 977

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8142 MSFC 1 1/21/2009 1/21/2010 1020 999

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8156 MSFC 1 1/21/2009 1/21/2010 941 990

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8157 MSFC 1 1/21/2009 1/21/2010 977 999
65

Table B.1. FTV Equipment List (3 of 3)

MSFC ACCELEROMETERS

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE 159.2Hz SENS (mV/g) DC SENS (mV/g)

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8158 MSFC 1 1/21/2009 1/21/2010 1010 987

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8159 MSFC 1 1/21/2009 1/21/2010 1010 997

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8160 MSFC 1 1/21/2009 1/21/2010 994 983

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8161 MSFC 1 1/21/2009 1/21/2010 932 980

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8162 MSFC 1 1/21/2009 1/21/2010 941 965

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8163 MSFC 1 1/21/2009 1/21/2010 1030 981

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8164 MSFC 1 1/21/2009 1/21/2010 972 1000

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8165 MSFC 1 1/21/2009 1/21/2010 986 980

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8166 MSFC 1 1/21/2009 1/21/2010 979 992

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8167 MSFC 1 1/21/2009 1/21/2010 1040 989

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8168 MSFC 1 1/21/2009 1/21/2010 998 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8169 MSFC 1 1/21/2009 1/21/2010 1040 990

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8170 MSFC 1 1/21/2009 1/21/2010 1010 981

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8171 MSFC 1 1/21/2009 1/21/2010 975 985

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8172 MSFC 1 1/22/2009 1/22/2010 981 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8173 MSFC 1 1/21/2009 1/21/2010 961 979

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8174 MSFC 1 1/21/2009 1/21/2010 951 972

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8175 MSFC 1 1/21/2009 1/21/2010 962 999

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8176 MSFC 1 1/21/2009 1/21/2010 929 984

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8177 MSFC 1 1/21/2009 1/21/2010 961 983

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8178 MSFC 1 1/21/2009 1/21/2010 1090 981

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8179 MSFC 1 1/21/2009 1/21/2010 978 980

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8180 MSFC 1 1/21/2009 1/21/2010 992 994

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8181 MSFC 1 1/21/2009 1/21/2010 1040 988

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701M15 8182 MSFC 1 1/21/2009 1/21/2010 1000 996

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3711D1FA3G 517 MSFC 1 1/22/2009 1/22/2010 658 702

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3711D1FA3G 518 MSFC 1 1/22/2009 1/22/2010 661 694

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3711D1FA3G 519 MSFC 1 1/22/2009 1/22/2010 659 696

LaRC ACCELEROMETERS

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE 30Hz SENS (mV/g) DC SENS (mV/g)

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2020 LaRC 1 10/1/2008 10/1/2009 991.25 996.6

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2021 LaRC 1 9/29/2008 9/29/2009 998.74 1009.3

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2022 LaRC 1 10/1/2008 10/1/2009 998.93 995.9

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2023 LaRC 1 10/1/2008 10/1/2009 996.69 991.0

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2026 LaRC 1 9/29/2008 9/29/2009 993.12 991.0

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2027 LaRC 1 9/29/2008 9/29/2009 997.99 1003.9

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2028 LaRC 1 9/24/2008 9/24/2009 992.45 989.8

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2029 LaRC 1 10/1/2008 10/1/2009 998.67 998.2

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2095 LaRC 1 9/24/2008 9/24/2009 995.46 982.0

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 2096 LaRC 1 9/24/2008 9/24/2009 986.96 977.7

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 3021 LaRC 1 9/24/2008 9/24/2009 1004.83 996.0

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 3022 LaRC 1 10/1/2008 10/1/2009 1002.03 999.7

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 3025 LaRC 1 9/16/2008 9/16/2009 1000.99 997.8

CAPACITIVE ACCELEROMETER PCB PIEZOTRONICS 3701G3FA3G 3051 LaRC 1 9/22/2008 9/22/2009 992.82 n/a
66

Table B.2. Tap Test Equipment List 

DATA ACQUISITION SYSTEM EQUIPMENT

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE

DATA ACQUISITION ANALYZER M+P INTERNATIONAL VIBPILOT-8 B080063 LaRC 1 6/29/2009 6/29/2010

LAPTOP ACER TRAVELMATE 8204WLMI LXTAX0603460909FCCEM15 LaRC 1 n/a n/a

ICP INSTRUMENTATION

NAME MANUFACTURER MODEL SERIAL OWNER QTY CAL DATE CAL DUE SENS

IMPACT HAMMER PCB PIEZOTRONICS 086B20 4095 LaRC 1 4/9/2009 4/9/2010 1.08 mV/lbf

ICP ACCELEROMETER PCB PIEZOTRONICS T333B42 14739 LaRC 1 3/25/2009 3/25/2010 519.44 mV/g

ICP ACCELEROMETER PCB PIEZOTRONICS T333B42 14748 LaRC 1 3/25/2009 3/25/2010 519.25 mV/g

ICP ACCELEROMETER PCB PIEZOTRONICS 333B42 38872 LaRC 1 4/9/2009 4/9/2010 499.86 mV/g
67

Appendix C: Instrumentation Setup and Channel Mapping 

Table C.1. Instrumentation Locations 

Location 

Number X-station Angle X-station Y-station Z-station Description

1 199.4 180 LAS (Pre-Installed)

2 402.5 180 LAS (Pre-Installed)

3 568.3 180 LAS (Pre-Installed)

4 812.5 0 Service Module (Internal)

5 1063.5 0 US-7 (Internal)

6 1260.5 0 US-5 (Internal)

7 1494 0 US-3 (Internal)

8 1757.25 0 US-1 (Internal)

9 1985.5 0 IS-1 (Internal)

10 2240.4 0 Forward Skirt (External) 

11 2232.9 0 5

th Segment (External) 

12 2557.14 0 5

th Segment (External) 

13 2557.14 45 5

th Segment - E-main shaker 1 

14 2557.14 135 5

th Segment - E-main shaker 2 

15 2858.9 0 Fwd Segment (External) 

16 2858.9 45 Fwd Segment - B-deck shaker 1 

17 2858.9 135 Fwd Segment - B-deck shaker 2 

18 3202.5 0 Fwd Center Segment (External) 

19 3524.0 0 Aft Center Segment (External) 

20 3756.1 0 Aft Booster (External) 

21 3903.9 0 Aft Booster (External) 

22 4009.7 30 Holddown Post #6

23 4003.7 270 Aft Skirt

24 1023.8 20 US-7 FWD RRGU (Internal) 

25 1761.5 2 US-1 FTINU (Internal) 

26 3963.7 240 AFT RRGU (Internal) 

27 0 0 0 MLP Corner 3-4

28 958 0 0 MLP Side 4

29 1895.9 0 0 MLP Corner 1-4

30 1895.9 -798 0 MLP Side 1

31 1895.9 -1596 0 MLP Corner 1-2

32 958 -1596 0 MLP Side 2

33 0 -1596 0 MLP Corner 2-3

34 0 -798 0 MLP Side 3

35 Holddown Post #5 Strain (160 με/V)

36 Holddown Post #6 Strain (160 με/V)

37 Holddown Post #7 Strain (160 με/V)

38 Holddown Post #8 Strain (160 με/V)

39 813.5 180 Service Module (Internal)

40 2557.14 180 5

th Segment (External) 

41 3899.85 180 Aft Booster (External) 

42 4009.7 210 Holddown Post #7

43 4009.7 150 Holddown Post #8

44 4009.7 330 Holddown Post #5

113 2557.14 45 5

th Segment - E-main shaker 1 (Raw ICP output)

114 2557.14 135 5

th Segment - E-main shaker 2 (Raw ICP output)

116 2858.9 45 Fwd Segment - B-deck shaker 1 (Raw ICP output)

117 2858.9 135 Fwd Segment - B-deck shaker 2 (Raw ICP output)

(110) 4003.7 330 (Tap test only) Aft Skirt Tap Location

(111) 4003.7 300 (Tap test only) Aft Skirt Tap Location

(112) 4003.7 270 (Tap test only) Aft Skirt Tap Location

(113) 4003.7 240 (Tap test only) Aft Skirt Tap Location

(114) 4003.7 210 (Tap test only) Aft Skirt Tap Location

FTV Coordinates MLP Coordinates
68

Table C.2. Instrumentation Orientations

Location 

Number

Transformation from

FTV-axes to

Measurement-axes

X-Axis Accel

Orientation

Y-Axis Accel

Orientation

Z-Axis Accel

Orientation

 Load Cell

Orientation

1 -Y Z

2 -Y Z

3 -Y Z

4 -X Y -Z

5 Y -Z

6 Y -Z

7 -X Y -Z

8 Y -Z

9 -X Y -Z

10 Y Z

11 Y Z

12 -X Y Z

13 45° about X-axis Z -Z

14 135° about X-axis Z -Z

15 Y Z

16 45° about X-axis Z -Z

17 135° about X-axis Z -Z

18 -X Y Z

19 Y Z

20 Y Z

21 Y Z

22 -X Y Z

23 -X Y Z

24 20° about X-axis -X -Y Z

25 2° about X-axis X Y Z

26 330° about X-axis X -Y Z

27 -X Y Z

28 -X Y Z

29 -X Y Z

30 -X Y Z

31 -X Y Z

32 -X Y Z

33 -X Y Z

34 -X Y Z

35 X

36 X

37 X

38 X

39 Y

40 Y

41 Y

42 -X Y Z

43 -X

44 -X

113 45° about X-axis -Z

114 135° about X-axis -Z

116 45° about X-axis -Z

117 135° about X-axis -Z

(110) 330° about X-axis -Z

(111) 300° about X-axis -Z

(112) 270° about X-axis -Z

(113) 240° about X-axis -Z

(114) 210° about X-axis -Z
69

Table C.3. Instrumentation Notes 

Location 

Number Notes

1

2

3

4

5

6

7

8

9

10

11

12

13 Z-axis is in radial direction for this location

14 Z-axis is in radial direction for this location

15

16 Z-axis is in radial direction for this location

17 Z-axis is in radial direction for this location

18

19

20

21

22

23

24 Z-axis is in radial direction for this location

25

26 Not connected until FTV-P10 test. Z accelerometer was 

switched from 2586 to 2583 before FTV-4 test. 

Y-axis is in radial direction for this location

27

28

29

30

31

32

33

34

35

36

37

38

39

40 Not connected until FTV-P10 test

41 Not connected until FTV-P10 test

42 Not connected until FTV-P10 test

43 Not connected until FTV-P10 test

44 Not connected until FTV-P10 test

113 Not connected until FTV-11 test

114 Not connected until FTV-11 test

116 Not connected until FTV-11 test

117 Not connected until FTV-11 test

(110)

(111)

(112)

(113)

(114)
70

Table C.4. Transducer Channel Setup (1 of 2) 

TRANSDUCER CHANNELS

Channel Usage Name EU Sensitivity Cal Type Input Mode Model Serial

1 Excitation FTV.13.Z- lbf 5.549 mV/EU Voltage 223M13 1616

2 Excitation FTV.14.Z- lbf 5.528 mV/EU Voltage 223M13 1618

3 Excitation FTV.16.Z- lbf 5.410 mV/EU Voltage 223M13 1614

4 Excitation FTV.17.Z- lbf 5.148 mV/EU Voltage 223M13 1615

5 Response FTV.13.Z g 988 mV/EU Voltage 3701M15 2612

6 Response FTV.14.Z g 997 mV/EU Voltage 3701M15 2582

7 Response FTV.16.Z g 984 mV/EU Voltage 3701M15 2671

8 Response FTV.17.Z g 981 mV/EU Voltage 3701M15 2609

9 Response FTV.10.Y g 1000 mV/EU Voltage 3701M15 8164

10 Response FTV.10.Z g 1020 mV/EU Voltage 3701M15 8140

11 Response FTV.11.Y g 985 mV/EU Voltage 3701M15 2608

12 Response FTV.11.Z g 983 mV/EU Voltage 3701M15 2610

13 Response FTV.12.X- g 999 mV/EU Voltage 3701M15 8142

14 Response FTV.12.Y g 983 mV/EU Voltage 3701M15 8160

15 Response FTV.12.Z g 975 mV/EU Voltage 3701M15 2562

16 Response FTV.15.Y g 980 mV/EU Voltage 3701M15 8165

17 Response FTV.15.Z g 991 mV/EU Voltage 3701M15 2587

18 Response FTV.18.X- g 980 mV/EU Voltage 3701M15 2570

19 Response FTV.18.Y g 975 mV/EU Voltage 3701M15 2576

20 Response FTV.18.Z g 981 mV/EU Voltage 3701M15 8163

21 Response FTV.1.Y- g 997 mV/EU Voltage 3701G3FA3G 2020

22 Response FTV.1.Z g 1009 mV/EU Voltage 3701G3FA3G 2021

23 Response FTV.2.Y- g 996 mV/EU Voltage 3701G3FA3G 2022

24 Response FTV.2.Z g 991 mV/EU Voltage 3701G3FA3G 2023

25 Response FTV.3.Y- g 991 mV/EU Voltage 3701G3FA3G 2026

26 Response FTV.3.Z g 1004 mV/EU Voltage 3701G3FA3G 2027

27 Response FTV.4.X- g 993 mV/EU Voltage 3701G3FA3G 3051

28 Response FTV.4.Y g 1000 mV/EU Voltage 3701G3FA3G 3022

29 Response FTV.4.Z- g 998 mV/EU Voltage 3701G3FA3G 3025

30 Response FTV.24.X- g 994 mV/EU Voltage 3701M15 2611

31 Response FTV.24.Y- g 982 mV/EU Voltage 3701M15 2571

32 Response FTV.24.Z g 965 mV/EU Voltage 3701M15 8162

33 Response FTV.5.Y g 980 mV/EU Voltage 3701M15 8179

34 Response FTV.5.Z- g 990 mV/EU Voltage 3701M15 8169

35 Response FTV.6.Y g 985 mV/EU Voltage 3701M15 8171

36 Response FTV.6.Z- g 990 mV/EU Voltage 3701M15 8156

37 Response FTV.7.X- g 989 mV/EU Voltage 3701M15 8167

38 Response FTV.7.Y g 976 mV/EU Voltage 3701M15 8138

39 Response FTV.7.Z- g 984 mV/EU Voltage 3701M15 2579

40 Response FTV.8.Y g 984 mV/EU Voltage 3701M15 8176

41 Response FTV.8.Z- g 980 mV/EU Voltage 3701M15 8161

42 Response FTV.25.X g 988 mV/EU Voltage 3701M15 2601

43 Response FTV.25.Y g 983 mV/EU Voltage 3701M15 2584

44 Response FTV.25.Z g 991 mV/EU Voltage 3701M15 2599

45 Response FTV.9.X- g 986 mV/EU Voltage 3701M15 2672

46 Response FTV.9.Y g 995 mV/EU Voltage 3701M15 2613

47 Response FTV.9.Z- g 992 mV/EU Voltage 3701M15 2670

48 Response FTV.19.Y g 988 mV/EU Voltage 3701M15 2596

49 Response FTV.19.Z g 988 mV/EU Voltage 3701M15 2675

50 Response FTV.20.Y g 985 mV/EU Voltage 3701M15 2673

51 Response FTV.20.Z g 974 mV/EU Voltage 3701M15 2614

52 Response FTV.21.Y g 978 mV/EU Voltage 3701G3FA3G 2096
71

Table C.4. Transducer Channel Setup (2 of 2) 

TRANSDUCER CHANNELS

Channel Usage Name EU Sensitivity Cal Type Input Mode Model Serial

53 Response FTV.21.Z g 982 mV/EU Voltage 3701G3FA3G 2095

54 Response FTV.22.X- g 996 mV/EU Voltage 3701G3FA3G 3021

55 Response FTV.22.Y g 990 mV/EU Voltage 3701G3FA3G 2028

56 Response FTV.22.Z g 998 mV/EU Voltage 3701G3FA3G 2029

57 Response FTV.23.X- g 992 mV/EU Voltage 3701M15 2615

58 Response FTV.23.Y g 988 mV/EU Voltage 3701M15 2563

59 Response FTV.23.Z g 977 mV/EU Voltage 3701M15 8141

60 Response FTV.26.X g 987 mV/EU Voltage 3701M15 8158

61 Response FTV.26.Y- g 984 mV/EU Voltage 3701M15 2578

62 Response FTV.26.Z g 986 mV/EU Voltage 3701M15 2583

63 Response FTV.28.X- g 991 mV/EU Voltage 3701M15 2569

64 Response FTV.28.Y g 984 mV/EU Voltage 3701M15 2603

65 Response FTV.28.Z g 983 mV/EU Voltage 3701M15 8177

66 Response FTV.29.X- g 987 mV/EU Voltage 3701M15 2606

67 Response FTV.29.Y g 984 mV/EU Voltage 3701M15 2605

68 Response FTV.29.Z g 1000 mV/EU Voltage 3701M15 2598

69 Response FTV.30.X- g 989 mV/EU Voltage 3701M15 2577

70 Response FTV.30.Y g 984 mV/EU Voltage 3701M15 8168

71 Response FTV.30.Z g 997 mV/EU Voltage 3701M15 8159

72 Response FTV.31.X- g 981 mV/EU Voltage 3701M15 8178

73 Response FTV.31.Y g 988 mV/EU Voltage 3701M15 8181

74 Response FTV.31.Z g 977 mV/EU Voltage 3701M15 8139

75 Response FTV.32.X- g 986 mV/EU Voltage 3701M15 2592

76 Response FTV.32.Y g 997 mV/EU Voltage 3701M15 2597

77 Response FTV.32.Z g 994 mV/EU Voltage 3701M15 8180

78 Response FTV.33.X- g 992 mV/EU Voltage 3701M15 8166

79 Response FTV.33.Y g 992 mV/EU Voltage 3701M15 2585

80 Response FTV.33.Z g 983 mV/EU Voltage 3701M15 2607

81 Response FTV.34.X- g 981 mV/EU Voltage 3701M15 2679

82 Response FTV.34.Y g 990 mV/EU Voltage 3701M15 2591

83 Response FTV.34.Z g 983 mV/EU Voltage 3701M15 2589

84 Response FTV.27.X- g 995 mV/EU Voltage 3701M15 2595

85 Response FTV.27.Y g 978 mV/EU Voltage 3701M15 2588

86 Response FTV.27.Z g 981 mV/EU Voltage 3701M15 8170

87 Response FTV.35.X V 1000 mV/EU Voltage n/a KMSGF509A

88 Response FTV.36.X V 1000 mV/EU Voltage n/a KMSGF609A

89 Response FTV.37.X V 1000 mV/EU Voltage n/a KMSGF709A

90 Response FTV.38.X V 1000 mV/EU Voltage n/a KMSGF809A

91 Response FTV.39.Y g 990 mV/EU Voltage 3701M15 2580

92 Response FTV.40.Y g 991 mV/EU Voltage 3701M15 2676

93 Response FTV.41.Y g 999 mV/EU Voltage 3701M15 8175

94 Response FTV.42.X- g 972 mV/EU Voltage 3701M15 8174

95 Response FTV.42.Y g 996 mV/EU Voltage 3701M15 8182

96 Response FTV.42.Z g 988 mV/EU Voltage 3701M15 2581

97 Response FTV.43.X- g 984 mV/EU Voltage 3701M15 8172

98 Response FTV.44.X- g 979 mV/EU Voltage 3701M15 8173

99 Response Source1 V 1000 mV/EU Voltage

100 Response Source2 V 1000 mV/EU Voltage

101 Response FTV.113.Z- V 1000 mV/EU Voltage 223M13 1616

102 Response FTV.114.Z- V 1000 mV/EU Voltage 223M13 1618

103 Response FTV.116.Z- V 1000 mV/EU Voltage 223M13 1614

104 Response FTV.117.Z- V 1000 mV/EU Voltage 223M13 1615
72

Table C.5. Acquisition Channel Setup (1 of 2) 

DAS INPUT CHANNELS

Channel Coupling Range Offset Pre-gain Weighting

1 DC Gnd 5 V 0 1 Off

2 DC Gnd 5 V 0 1 Off

3 DC Gnd 5 V 0 1 Off

4 DC Gnd 5 V 0 1 Off

5 DC Gnd 1 V 0 1 Off

6 DC Gnd 1 V 0 1 Off

7 DC Gnd 1 V 0 1 Off

8 DC Gnd 1 V 0 1 Off

9 DC Gnd 1 V 0 1 Off

10 DC Gnd 1 V 0 1 Off

11 DC Gnd 1 V 0 1 Off

12 DC Gnd 1 V 0 1 Off

13 DC Gnd 1 V 0 1 Off

14 DC Gnd 1 V 0 1 Off

15 DC Gnd 1 V 0 1 Off

16 DC Gnd 1 V 0 1 Off

17 DC Gnd 1 V 0 1 Off

18 DC Gnd 1 V 0 1 Off

19 DC Gnd 1 V 0 1 Off

20 DC Gnd 1 V 0 1 Off

21 DC Gnd 1 V 0 1 Off

22 DC Gnd 1 V 0 1 Off

23 DC Gnd 1 V 0 1 Off

24 DC Gnd 1 V 0 1 Off

25 DC Gnd 1 V 0 1 Off

26 DC Gnd 1 V 0 1 Off

27 DC Gnd 1 V 0 1 Off

28 DC Gnd 1 V 0 1 Off

29 DC Gnd 1 V 0 1 Off

30 DC Gnd 1 V 0 1 Off

31 DC Gnd 1 V 0 1 Off

32 DC Gnd 1 V 0 1 Off

33 DC Gnd 1 V 0 1 Off

34 DC Gnd 1 V 0 1 Off

35 DC Gnd 1 V 0 1 Off

36 DC Gnd 1 V 0 1 Off

37 DC Gnd 1 V 0 1 Off

38 DC Gnd 1 V 0 1 Off

39 DC Gnd 1 V 0 1 Off

40 DC Gnd 1 V 0 1 Off

41 DC Gnd 1 V 0 1 Off

42 DC Gnd 1 V 0 1 Off

43 DC Gnd 1 V 0 1 Off

44 DC Gnd 1 V 0 1 Off

45 DC Gnd 1 V 0 1 Off

46 DC Gnd 1 V 0 1 Off

47 DC Gnd 1 V 0 1 Off

48 DC Gnd 1 V 0 1 Off

49 DC Gnd 1 V 0 1 Off

50 DC Gnd 1 V 0 1 Off

51 DC Gnd 1 V 0 1 Off

52 DC Gnd 1 V 0 1 Off
73

Table C.5. Acquisition Channel Setup (2 of 2) 

DAS INPUT CHANNELS

Channel Coupling Range Offset Pre-gain Weighting

53 DC Gnd 1 V 0 1 Off

54 DC Gnd 1 V 0 1 Off

55 DC Gnd 1 V 0 1 Off

56 DC Gnd 1 V 0 1 Off

57 DC Gnd 1 V 0 1 Off

58 DC Gnd 1 V 0 1 Off

59 DC Gnd 1 V 0 1 Off

60 DC Gnd 1 V 0 1 Off

61 DC Gnd 1 V 0 1 Off

62 DC Gnd 1 V 0 1 Off

63 DC Gnd 1 V 0 1 Off

64 DC Gnd 1 V 0 1 Off

65 DC Gnd 1 V 0 1 Off

66 DC Gnd 1 V 0 1 Off

67 DC Gnd 1 V 0 1 Off

68 DC Gnd 1 V 0 1 Off

69 DC Gnd 1 V 0 1 Off

70 DC Gnd 1 V 0 1 Off

71 DC Gnd 1 V 0 1 Off

72 DC Gnd 1 V 0 1 Off

73 DC Gnd 1 V 0 1 Off

74 DC Gnd 1 V 0 1 Off

75 DC Gnd 1 V 0 1 Off

76 DC Gnd 1 V 0 1 Off

77 DC Gnd 1 V 0 1 Off

78 DC Gnd 1 V 0 1 Off

79 DC Gnd 1 V 0 1 Off

80 DC Gnd 1 V 0 1 Off

81 DC Gnd 1 V 0 1 Off

82 DC Gnd 1 V 0 1 Off

83 DC Gnd 1 V 0 1 Off

84 DC Gnd 1 V 0 1 Off

85 DC Gnd 1 V 0 1 Off

86 DC Gnd 1 V 0 1 Off

87 DC Gnd 10 V 0 1 Off

88 DC Gnd 10 V 0 1 Off

89 DC Gnd 10 V 0 1 Off

90 DC Gnd 10 V 0 1 Off

91 DC Gnd 1 V 0 1 Off

92 DC Gnd 1 V 0 1 Off

93 DC Gnd 1 V 0 1 Off

94 DC Gnd 1 V 0 1 Off

95 DC Gnd 1 V 0 1 Off

96 DC Gnd 1 V 0 1 Off

97 DC Gnd 1 V 0 1 Off

98 DC Gnd 1 V 0 1 Off

99 DC Gnd 5 V 0 1 Off

100 DC Gnd 5 V 0 1 Off

101 DC Gnd 20 V 0 1 Off

102 DC Gnd 20 V 0 1 Off

103 DC Gnd 20 V 0 1 Off

104 DC Gnd 20 V 0 1 Off
74

Table C.6. Channel Connectivity (1 of 2) 

DAS SIGNAL CONDITIONER CHANNELS PATCH PANEL VXI CHANNELS

Channel Box Channel Type Cable Box Channel Card Group

1 7 1 ICP BNC 10 1 1 1

2 7 2 ICP BNC 10 2 1 1

3 7 3 ICP BNC 10 3 1 1

4 7 4 ICP BNC 10 4 1 1

5 3 1 Capacitive BNC 10 5 1 2

6 3 2 Capacitive BNC 10 6 1 2

7 3 3 Capacitive BNC 10 7 1 2

8 3 4 Capacitive BNC 10 8 1 2

9 3 5 Capacitive BNC 11 1 1 3

10 3 6 Capacitive BNC 11 2 1 3

11 3 7 Capacitive BNC 11 3 1 3

12 3 8 Capacitive BNC 11 4 1 3

13 3 9 Capacitive BNC 11 5 1 4

14 3 10 Capacitive BNC 11 6 1 4

15 3 11 Capacitive BNC 11 7 1 4

16 3 12 Capacitive BNC 11 8 1 4

17 3 13 Capacitive BNC 12 1 2 1

18 3 14 Capacitive BNC 12 2 2 1

19 3 15 Capacitive BNC 12 3 2 1

20 3 16 Capacitive BNC 12 4 2 1

21 1 1 Capacitive BNC 1 1 2 2

22 1 2 Capacitive BNC 1 2 2 2

23 1 3 Capacitive BNC 1 3 2 2

24 1 4 Capacitive BNC 1 4 2 2

25 1 5 Capacitive BNC 1 5 2 3

26 1 6 Capacitive BNC 1 6 2 3

27 1 7 Capacitive BNC 1 7 2 3

28 1 8 Capacitive BNC 1 8 2 3

29 1 9 Capacitive BNC 2 1 2 4

30 1 10 Capacitive BNC 2 2 2 4

31 1 11 Capacitive BNC 2 3 2 4

32 1 12 Capacitive BNC 2 4 2 4

33 2 1 Capacitive BNC 2 5 3 1

34 2 2 Capacitive BNC 2 6 3 1

35 2 3 Capacitive BNC 2 7 3 1

36 2 4 Capacitive BNC 2 8 3 1

37 2 5 Capacitive BNC 3 1 3 2

38 2 6 Capacitive BNC 3 2 3 2

39 2 7 Capacitive BNC 3 3 3 2

40 2 8 Capacitive BNC 3 4 3 2

41 2 9 Capacitive BNC 3 5 3 3

42 2 10 Capacitive BNC 3 6 3 3

43 2 11 Capacitive BNC 3 7 3 3

44 2 12 Capacitive BNC 3 8 3 3

45 2 13 Capacitive BNC 4 1 3 4

46 2 14 Capacitive BNC 4 2 3 4

47 2 15 Capacitive BNC 4 3 3 4

48 4 1 Capacitive BNC 4 4 3 4

49 4 2 Capacitive BNC 4 5 4 1

50 4 3 Capacitive BNC 4 6 4 1

51 4 4 Capacitive BNC 4 7 4 1

52 4 5 Capacitive BNC 4 8 4 1
75

Table C.6. Channel Connectivity (2 of 2) 

DAS SIGNAL CONDITIONER CHANNELS PATCH PANEL VXI CHANNELS

Channel Box Channel Type Cable Box Channel Card Group

53 4 6 Capacitive BNC 5 1 4 2

54 4 7 Capacitive BNC 5 2 4 2

55 4 8 Capacitive BNC 5 3 4 2

56 4 9 Capacitive BNC 5 4 4 2

57 4 10 Capacitive BNC 5 5 4 3

58 4 11 Capacitive BNC 5 6 4 3

59 4 12 Capacitive BNC 5 7 4 3

60 4 13 Capacitive BNC 5 8 4 3

61 4 14 Capacitive BNC 6 1 4 4

62 4 15 Capacitive BNC 6 2 4 4

63 5 1 Capacitive BNC 6 3 4 4

64 5 2 Capacitive BNC 6 4 4 4

65 5 3 Capacitive BNC 6 5 5 1

66 5 4 Capacitive BNC 6 6 5 1

67 5 5 Capacitive BNC 6 7 5 1

68 5 6 Capacitive BNC 6 8 5 1

69 5 7 Capacitive BNC 7 1 5 2

70 5 8 Capacitive BNC 7 2 5 2

71 5 9 Capacitive BNC 7 3 5 2

72 5 10 Capacitive BNC 7 4 5 2

73 5 11 Capacitive BNC 7 5 5 3

74 5 12 Capacitive BNC 7 6 5 3

75 6 1 Capacitive BNC 7 7 5 3

76 6 2 Capacitive BNC 7 8 5 3

77 6 3 Capacitive BNC 8 1 5 4

78 6 4 Capacitive BNC 8 2 5 4

79 6 5 Capacitive BNC 8 3 5 4

80 6 6 Capacitive BNC 8 4 5 4

81 6 7 Capacitive BNC 8 5 6 1

82 6 8 Capacitive BNC 8 6 6 1

83 6 9 Capacitive BNC 8 7 6 1

84 6 10 Capacitive BNC 8 8 6 1

85 6 11 Capacitive BNC 9 1 6 2

86 6 12 Capacitive BNC 9 2 6 2

87 n/a BNC 9 3 6 2

88 n/a BNC 9 4 6 2

89 n/a BNC 9 5 6 3

90 n/a BNC 9 6 6 3

91 1 13 Capacitive BNC 9 7 6 3

92 8 1 Capacitive BNC 9 8 6 3

93 8 2 Capacitive BNC 13 1 6 4

94 5 13 Capacitive BNC 13 2 6 4

95 5 14 Capacitive BNC 13 3 6 4

96 5 15 Capacitive BNC 13 4 6 4

97 5 16 Capacitive BNC 13 5 8 1

98 4 16 Capacitive BNC 13 6 8 1

99 13 7 8 1

100 13 8 8 1

101 7 1 ICP BNC 14 1 8 2

102 7 2 ICP BNC 14 2 8 2

103 7 3 ICP BNC 14 3 8 2

104 7 4 ICP BNC 14 4 8 2
76

Appendix D: Data Acquisition Log 

PRE-TEST DATA 

FTV-P1: August 19, 2009; Ambient noise data for connected MLP and 1st stage sensors, 1000 

mV/g sensitivity for all channels, 32Hz sample rate, 0.016Hz resolution, 5 blocks, 9 avgs (50% 

overlap); Frequencies appear consistent with pre-test predictions 

Static load test for shaker adapter plate attachment to vehicle: August 20, 2009; B45 925 lb with 

peaks to 966 lbs; B135 965 lbs with peaks to 980 lbs; E135 950 lb with peaks to 975 lbs; E45 

came off at low load—reattached and tested to 948 lb at 1:30 am August 21, 2009 

FTV-P2: August 21, 2009; Shaker B135 Checkout, Random, 12.5Hz Bandwidth, solenoid and 

valve open, ~100 lb rms, need to add weight to aft end of fixture 

FTV-P3: August 21, 2009; Shaker B135 Checkout, Sine Dwell, 0.17Hz, ~50 lb peak, need to 

restrict personnel movement on platforms where shakers are mounted 

FTV-P4: August 21, 2009; Shaker B135 Checkout, Sine Dwell, 1.0625Hz 

FTV-P5: August 21, 2009; Shaker B135 Checkout, Sine Dwell, 1.2031Hz 

FTV-P6: August 21, 2009 (4:13-5:20am); 4 Shaker Random, 12.5Hz Bandwidth, 8 blocks, 15 

avgs (50% overlap), 0.0019 Hz resolution, 8 second ramp, 35 lb-rms E45, 40 lb-rms E135, 90 lbrms B45, 75 lb-rms B135 

FTV-P7: August 24, 2009 (Start ~11:45am); Ambient noise data for all original sensor locations 

except for 26, 32 Hz sample rate, 0.0019 Hz resolution, 12 blocks, 23 avgs (50% overlap), 

location 39 is across from location 4; no restrictions on vehicle access 

FTV-P8: August 24, 2009; Tap tests at Forward RRGU (24Z, 24X) and FTINU (25Z-, 25X-). 

256 Hz sample rate, 0.125 Hz resolution, 8 blocks per location, 10% force window, uniform 

response window, first impact of 24Z was overload; FTINU not installed 

FTV-P9: August 26, 2009 (~3:12am-4:20am); 4 Shaker Random, 12.5Hz Bandwidth, 7 blocks, 

13 avgs (50% overlap), 0.0019 Hz resolution, 8 second ramp, 54 lb-rms E45, 56 lb-rms E135, 52 

lb-rms B45, 45 lb-rms B135; ballast mass of 600 lbs added to aft end of shaker fixtures; 

personnel movement on E-level caused inputs to shakers on that level 

FTV-P10: August 26, 2009 (~2pm); Ambient noise data beginning while High Bay 3 and 4 doors 

were open at top, with wind exciting the first bending modes of the vehicle. High bay 3 door 

was shut soon after acquisition began. 32 Hz sample rate, 0.0019 Hz resolution, 12 blocks, 23 

avgs (50% overlap); bay cleared after acquisition start so no personnel effects 

TEST DATA 

FTV-1: August 27, 2009 (~5:19-7:02pm); 4 Shaker Random, 12.5Hz Bandwidth, 12 blocks, 23 

avgs (50% overlap), 0.0019 Hz resolution, 8 second ramp, 49 lb-rms E45, 50 lb-rms E135, 54 lbrms B45, 53 lb-rms B135; changed to battery boxes for force cells to improve low frequency 
77

FTV-2: August 27, 2009 (~7:41-9:23pm); 4 Shaker Random, 12.5Hz Bandwidth, 12 blocks, 23 

avgs (50% overlap), 0.0019 Hz resolution, 8 second ramp, 130 lb-rms E45, 129 lb-rms E135, 

140 lb-rms B45, 135 lb-rms B135 

FTV-3: August 27, 2009 (~10:07-11:50pm); (50lb-pk): B135 Shaker, 50 lb-pk force controlled 

sine sweep, 1.01 to 1.26 Hz, 0.01 Oct/min, force fluctuations as high as 100 lbs for 8 second 

block; changed to 2 second block and (100lb-pk): B135 Shaker, 100 lb-pk force controlled sine 

sweep, 1.01 to 1.26 Hz, 0.01 Oct/min, force control issues persist; try constant voltage (100lbpk,OpenLoop): B135 Shaker, 100 lb-pk open loop sine sweep, 1.01 to 1.26 Hz, 0.01 Oct/min, 

input unstable; need to evaluate sine sweep options 

Data review; August 28, 2009; good mode estimates from random data for 2nd -4th bending 

modes; 1st bending difficult –poor coherence and split peak; in general test mode 

frequencies/shapes in good agreement with pre-test predictions; damping <1%; Bad transducer 

identified -replaced accelerometer and cable for 26Z location(S/N 2586 replaced with S/N 2583) 

FTV-4(50lb-pk): August 29. 2009 (~6:39-5:54am); B135 Shaker, 50 lb-pk force controlled sine 

sweep, 1.01 to 1.26 Hz, 0.01 Oct/min; instability-need to sweep each mode separately 

FTV-5(50lb-pk): August 29, 2009 (~7:38-7:51am); B135 Shaker, 50 lb-pk force controlled sine 

sweep, 1.00 to 1.07 Hz, 0.01 Oct/min, stop when goes unstable 

FTV-5(100lb-pk): August 29, 2009 (~8:05-8:15am); B135 Shaker, 100 lb-pk force controlled 

sine sweep, 1.00 to 1.07 Hz, 0.01 Oct/min, stop when goes unstable 

FTV-5(200lb-pk): August 29, 2009 (~8:23-8:33am); B135 Shaker, 200 lb-pk force controlled 

sine sweep, 1.00 to 1.07 Hz, 0.01 Oct/min, stop when goes unstable 

FTV-6(50lb-pk): August 29, 2009 (~9:13-9:22am); B135 Shaker, 50 lb-pk force controlled sine 

sweep, 1.14 to 1.26 Hz, 0.01 Oct/min, stop when goes unstable 

FTV-6(100lb-pk): August 29, 2009 (~9:49-9:59am); B135 Shaker, 100 lb-pk force controlled 

sine sweep, 1.14 to 1.26 Hz, 0.01 Oct/min, stop when goes unstable 

FTV-6(200lb-pk): August 29, 2009 (~10:05-10:15am); B135 Shaker, 200 lb-pk force controlled 

sine sweep, 1.14 to 1.26 Hz, 0.01 Oct/min, stop when goes unstable 

FTV-7(50lb-pk): August 29, 2009 (~11:40am-noon); E45 Shaker, 50 lb-pk force controlled sine 

sweep, 3.29 to 3.88 Hz, 0.01 Oct/min, stopped early due to harmonic processing indication of 

higher frequency 

FTV-7(100lb-pk): August 29, 2009 (~12:13-12:37pm); E45 Shaker, 100 lb-pk force controlled 

sine sweep, 3.29 to 3.88 Hz, 0.01 Oct/min 

FTV-7(200lb-pk): August 29, 2009 (~12:58-1:22pm); E45 Shaker, 200 lb-pk force controlled 

sine sweep, 3.29 to 3.88 Hz, 0.01 Oct/min 

FTV-8: August 29, 2009 (2:36pm start); Time data while exciting 1st bending modes by hand, 

32 Hz sample rate, start with y direction and allow to decay ~ 310 s, then z direction and allow to 

decay ~ 925s. 12Z accidentally removed from patch panel during acquisition for a few seconds 
78

FTV-9: August 29, 2009; Time data taken while attempting to excite 2nd bending modes by 

hand with little success, same setup parameters as FTV-8 

FTV-10: August 30, 2009 ( ~7:30am); Tap tests at Forward RRGU (24Z, 24X), FTINU (25Z-, 

25X), 1024 Hz sample rate, 0.125 Hz resolution, 8 blocks per location, 10% force window, 

uniform response window, first impact of 24Z was overload, strange offsets in force signal after 

impact for location 25 

FTV-11: August 30, 2009 (8:42-10:27am); 3 Shaker Random (Filter for B45 source did not 

work), 6.0Hz Bandwidth, 20 blocks, 39 avgs (50% overlap), 0.0019 Hz resolution, 8 second 

ramp, 190 lb-rms E45, 240 lb-rms E135, 228 lb-rms B135, stopped sources for E45 & E135 

early after 12 blocks (23 avgs) and B135 about 1 minute later, then stopped acquisition after 

response died down 

FTV-12: August 30, 2009; Time data taken while exciting 1st bending modes by hand, 32 Hz 

sample rate, start with y direction and allow to decay twice, then z direction and allow to decay 

twice. end with exciting in y direction and allow to decay with shaker B135 (17Z-) attached 

FTV-13: August 30, 2009; Time data during 1.06 Hz sine dwell at B135 shaker (17Z-), 32 Hz 

sample rate, shaker/vehicle interactions cause difficulties controlling force -unable to get clean 

free-decay after signal shutdown 

FTV-14: August 30, 2009 (3:30pm); Tap tests at Aft RRGU (26X-, 26Y) and Aft Skirt (110Z- 

[330 deg], 111Z- [300 deg], 112Z- [270 deg], 113Z- [240 deg], 114Z- [210 deg]), 1024 Hz 

sample rate, 0.125 Hz resolution, 8 blocks per location, 10% force window, uniform response 

window; Aft skirt not in flight configuration:gimbal rods not connected; access platform hanging 

on aft skirt; Ground Carrier Assembly adds constraint/mass. 

REPROCESSED SWEEP DATA 

FTV-5(50lb-pk): Single block DFT of entire time history, Uniform window 

FTV-5(100lb-pk): Single block DFT of entire time history, Uniform window 

FTV-5(200lb-pk): Single block DFT of entire time history, Uniform window 

FTV-6(50lb-pk): Single block DFT of entire time history, Uniform window 

FTV-6(100lb-pk): Single block DFT of entire time history, Uniform window 

FTV-6(200lb-pk): Single block DFT of entire time history, Uniform window 

FTV-7(50lb-pk): Single block DFT of entire time history, Hanning window 

FTV-7(100lb-pk): Single block DFT of entire time history, Hanning window 

FTV-7(200lb-pk): Single block DFT of entire time history, Hanning window 
79

NOTES: 

1. Pre-test data up to FTV-P6 only had the following accelerometers connected to the DAS: 10, 

16, 19-23, 27-34 

2. The following channels have local coordinate systems that are rotated about the X-axis: 13 (45 

deg), 14 (135 deg), 16 (45 deg), 17 (135 deg), 24 (20 deg), 25 (330 deg) 

3. Pre-test data from FTV-P7 to FTV-P9 did not have the following accelerometers installed: 26, 

40-44 

4. Instabilities were observed near resonances of the FTV-3 sine sweeps. 

5. Units of universal files and throughput files are in SI units (N for force, m/s^2 for 

acceleration) 

6. Switched out accelerometers at location 26Z before FTV-4 (S/N 2586 replaced with S/N 

2583) 

7. Added inputs for the ICP signals from the load cells for FTV-11 and later datasets (listed as 

locations 113, 114, 116, 117) 
80

Appendix E: Test Mode Shapes 

Figure E.1. Test geometry with measurement points labeled. 
81

Figure E.2. Test mode 1; 1st Bending Y-Axis. 

Figure E.3. Test mode 2; 1st Bending Z-Axis. 
82

Figure E.4. Test mode 3; 2nd Bending Y-Axis. 

Figure E.5. Test mode 4; 2nd Bending Z-Axis. 
83

Figure E.6. Test mode 5; MLP/FTV System mode Z-Axis. 

Figure E.7. Test mode 6; MLP/FTV System mode Y-Axis. 
84

Figure E.8. Test mode 7; MLP/FTV System torsion mode. 

Figure E.9. Test mode 8; MLP/FTV System mode X-Axis. 
85

Figure E.10. Test mode 9; 3rd Bending Y-Axis. 

Figure E.11. Test mode 10; 3rd Bending Z-Axis and Torsion. 
86

Figure E.12. Test mode 11; 3rd Bending Z-Axis. 

Figure E.13. Test mode 12; 4th Bending (45◦). 
87

Figure E.14. Test mode 13; 4th Bending (135◦). 

Figure E.15. Test mode 14; MLP/FTV System mode. 
88

Figure E.16. Test mode 15; 5th Bending Y-Axis. 

Figure E.17. Test mode 16; 5th Bending Z-Axis. 
REPORT DOCUMENTATION PAGE Form Approved

OMB No. 0704-0188

2. REPORT TYPE 

Technical Memorandum

 4. TITLE AND SUBTITLE

Ares I-X Flight Test Vehicle Modal Test 

5a. CONTRACT NUMBER

 6. AUTHOR(S)

Buehrle, Ralph D.; Templeton, Justin D.; Reaves, Mercedes, C.; Horta, 

Lucas G.; Gaspar, James L.; Bartoletta, Paul A.; Parks, Russel A.; Lazor, 

Daniel R.

 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

NASA Langley Research Center

Hampton, VA 23681-2199

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National Aeronautics and Space Administration

Washington, DC 20546-0001

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 REPORT NUMBER

L-19797

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NASA

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Unclassified - Unlimited

Subject Category 18

Availability: NASA CASI (443) 757-5802

19a. NAME OF RESPONSIBLE PERSON

STI Help Desk (email: help@sti.nasa.gov)

14. ABSTRACT

The first test flight of NASA’s Ares I crew launch vehicle, called Ares I-X, was launched on October 28, 2009. Ares I-X used a 4-segment reusable solid 

rocket booster from the Space Shuttle heritage with mass simulators for the 5th segment, upper stage, crew module and launch abort system. Flight test data 

will provide important information on ascent loads, vehicle control, separation, and first stage reentry dynamics. As part of hardware verification, a series of 

modal tests were designed to verify the dynamic finite element model (FEM) used in loads assessments and flight control evaluations. Based on flight control 

system studies, the critical modes were the first three free-free bending mode pairs. Since a test of the free-free vehicle was not practical within project 

constraints, modal tests for several configurations during vehicle stacking were defined to calibrate the FEM. Test configurations included two partial stacks 

and the full Ares I-X flight test vehicle on the Mobile Launcher Platform. This report describes the test requirements, constraints, pre-test analysis, test 

execution and results for the Ares I-X flight test vehicle modal test on the Mobile Launcher Platform. Initial comparisons between pre-test predictions and test 

data are also presented. 

15. SUBJECT TERMS

Flight test vehicles; Modal parameters; Modal test

18. NUMBER

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94

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(443) 757-5802

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