NASA/TM—2015–218343

Mission Information and Test Systems 

Summary of Accomplishments, 2012–2013

Sean McMorrow, Roberta Sherrard, and Yvonne Gibbs

Armstrong Flight Research Center, Edwards, California

 

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NASA/TM—2015–218343

Mission Information and Test Systems 

Summary of Accomplishments, 2012–2013

Sean McMorrow, Roberta Sherrard, and Yvonne Gibbs

Armstrong Flight Research Center, Edwards, California

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v

Preface

The Mission Information and Test Systems Directorate (Code M) annual report for 2012-2013 showcases 

the highlights and accomplishments of the Directorate by Branch in support of the following vision and 

mission statements.

• Code M Vision: To enable and showcase discoveries through flight.

• Code M Mission: Enabling the advancement of Aeronautics, Science, Technology, and Exploration 

through flight by evolving efficient and effective mission, information, and test systems.

Facilities and Assets

The Research Aircraft Integration Facility (RAIF) provides the ability to seamlessly integrate simulation, 

and vehicle software and hardware systems under a single roof. This one-of-a-kind facility can 

simultaneously support a wide variety of advanced, highly integrated aerospace vehicles through all phases 

of a research program from conceptual design to flight. The RAIF offers high fidelity 6-degrees of freedom 

(DOF) batch and in-real-time flight simulation capabilities, as well as support for system integration and 

closed-loop verification and validation testing of vehicle components and flight vehicles. Also available are 

complete aircraft ground-support services including all electrical, hydraulic and cooling-air systems 

required for vehicle-system integration, functional checks, and routine aircraft maintenance.

Western Aeronautical Test Range (WATR) is located at the Dryden Flight Research Center, part of the 

Edwards Air Force Base complex. The mission of the WATR is to support flight research operations and 

low earth-orbiting missions. WATR supplies a comprehensive set of resources for the control and 

monitoring of flight activities, real-time acquisition and reduction of research data, and effective 

communication of information to flight and ground crews. Precision radar provides tracking and space 

positioning information on research vehicles and other targets, including satellites. Fixed and mobile 

telemetry antennas receive real-time data and video signals from the research vehicle and relay this data to 

telemetry processing areas. The processed data is displayed at the engineering stations in the mission control 

center and archived in a post-flight storage area.

The Consolidated Information Technology Center is Dryden’s 22,000-square-foot facility state-of-art 

facility that consolidates all information technology (IT) services to enable reliable, secure, and rapid 

analysis of critical flight research data. The facility provides data processing, distribution, display, and 

storage.

Code M Branches

Code MC—The NASA Dryden Flight Research Center Western Aeronautical Test Range’s (WATR) 

Range Engineering Branch provides flight-test range development services and maintains two mission 

control centers. The major services that the Range Engineering Branch performs are range systems 

engineering, test information engineering, and data processing and display system/software development.

Code ME—The Simulation Engineering Branch develops high-fidelity engineering simulations that can 

support various research phases ranging from conceptual studies through flight testing as well as providing 

a research tool that enhances the quality, quantity, and feasibility of the research objectives.

Code MI—The Information Services Branch provides integrated, secure, and efficient information 

technology solutions and services that enable NASA Dryden’s mission.
vi

Code MR—The NASA DFRC WATR’s Range Operations Branch is responsible for operating, 

maintaining, and building the WATR systems required to support safe flight test and research activities.
vii

Table of Contents

Range Engineering........................................................................................................................ 1

Western Aeronautical Test Range Integrated Next Generation System (WINGS) 5.5 .......... 2

Positional Awareness Map3D 2.0........................................................................................... 4

X-56A/Multi-Utility Technology Testbed (MUTT)............................................................... 5

Virtual Presence (VP) ............................................................................................................. 7

Dream Chaser Engineering Test Article Support ................................................................... 8

Ikhana/MQ-9 Reaper Support................................................................................................10

Global Hawk Operations Center Development, Buildup, Integration, 

Test, and Operations ..............................................................................................................12

Simulation Engineering ...............................................................................................................14

Simulation Branch Support for NASA Global Hawk............................................................15

Google Earth Simulation Interface ........................................................................................17

Dream Chaser Simulation Cockpit ........................................................................................19

Simulation Electric Stick Side Arm Controller .....................................................................21

F-18 Simulation ...........................................................................................................................22

Airborne Schlieren Imaging System (ASIS)..........................................................................23

Intelligent Control for Performance (ICP).............................................................................25

Launch Vehicle Adaptive Controls (LVAC).........................................................................26

G-III Simulation.....................................................................................................................28

Dream Chaser Simulation......................................................................................................31

nuPlot Dryden Time History Plot Software...........................................................................33

Information Services....................................................................................................................35

Global Hawk Support ............................................................................................................36

Ikhana Annual Report............................................................................................................38

Enterprise Architecture ..........................................................................................................39

Agency Vulnerability Assessment and Remediation (AVAR)..............................................40

Virtual Presence .....................................................................................................................41

Lean Six Sigma ......................................................................................................................43

SOFIA Program IT Support...................................................................................................44

Data Management Working Group........................................................................................46

X-31 Data Curation Challenge...............................................................................................48

Virtual Desktop Infrastructure Demonstration using VMware View....................................50

Range Operations.........................................................................................................................52

Data Distribution Systems .....................................................................................................53

Ground Voice Communications Systems..............................................................................54

Land Mobile Radio/Emergency Communications.................................................................55

Legacy Range Safety Ground Systems..................................................................................57

Real-Time Data Processing/Monitoring Systems..................................................................59

RF Communications Systems................................................................................................61

Telemetry Systems.................................................................................................................63

Time Space Position Information Systems............................................................................65

Video Systems .......................................................................................................................67

WATR Mobile Operations Facility Systems.........................................................................69

Western Aeronautical Test Range (WATR) Operational Test ..............................................71
viii

Consolidated Information Technology Center (CITC)................................................................72

Research Aircraft Integration Facility (RAIF).............................................................................74

Western Aeronautical Test Range (WATR)................................................................................76

NASA/Edwards Air Force Test Center Range Alliance..............................................................79

2012-2013 Awards, Recognition, and Conference Papers ..........................................................84
1 

Range Engineering 

The National Aeronautics and Space Administration (NASA) Dryden Flight Research Center (DFRC) 

Western Aeronautical Test Range (WATR) Range Engineering Branch (Code MC) provides flight-test 

range development services and maintains a mission control center (fig 1). The major services that the 

Range Engineering Branch performs are range systems engineering, test information engineering, and data 

processing and display system/software development. 

 Photo courtesy: NASA/Gary Kellogg 

Figure 1. Launch Vehicle Adaptive Control (LVAC) project engineers prepare for the first flight. 

 

 
2 

Western Aeronautical Test Range Integrated Next Generation System (WINGS) 5.5 

Summary 

The Western Aeronautical Test Range (WATR) Integrated Next Generation System (WINGS) 5.5 upgrade 

was conceived in order to address a number of issues and desires. The computers used in the control rooms 

were beyond the end of their lifecycle. Failures were becoming more frequent, and spares were less 

available. The operating system was no longer being supported, and the security patches were significantly 

behind, leaving potential vulnerabilities. The telemetry pre-processing software had moved forward several 

new releases and addressed several discrepancies that existed in the current software being used. 

Objective 

The goal of Range Operations was to prepare a plan for the WATR Management Team on how to move to 

a newer release of the Interactive Analysis and Display System (IADS) software, which had capabilities 

not present in the release that the WATR was using. 

Approach 

Range Operations presented their plan to the WATR Management Team on how the upgrade of the system 

would address all of these areas. The plan described the upgrade in two phases. The first phase would 

address the upgrade of the Gold Room, and the second phase would address the upgrade of the Blue Room. 

This two-phased approach was necessary to continue the support of the projects during this process. There 

was significant effort in coordinating this upgrade with the projects. Project schedules tend to be fairly 

dynamic, and the project managers don’t like to commit to a specific time when they are willing to accept 

that resources will not be available. Projects also had to be willing to coordinate their migration from 

existing software platforms to the new software platforms that would be installed. For some it meant 

converting to the newer release of IADS sooner, and for others it meant remaining with the older version 

for a longer period of time. 

Dryden Flight Research Center (DFRC) (Edwards, California) has a policy of only upgrading to a version 

of IADS that the Air Force has already tested and accepted. The Air Force has a fairly large group of testing 

personnel, and we at DFRC take advantage of their efforts. At the time of the upgrade the Air Force was 

running IADS 7.2.2. 

WATR personnel upgraded the Gold Room and Telemetry and Radar Acquisition Processing System 

(TRAPS) 1, installing the latest software, replaced with workstations with newer versions, and 

upgraded the operating system to the latest version with current patches. After the system had been 

tested and released for operation, one of the projects noticed a buffering issue with IADS. Investigation of 

the issue verified that it was an error in that particular release. After discussions with Symvionics (Arcadia, 

California), the developer of IADS, the only option was to go with version 7.3.3, in which the error had 

been corrected. WATR personnel installed and tested release 7.3.3, and with agreement from the project, 

accepted that the issue had been corrected. The upgrade was operational in January of 2013. 

The upgrade of the Blue Room and TRAPS 2 had to wait for several months while projects completed 

testing, and there was a break in the schedule. Towards the end of April 2013 the installation of the hardware 

had begun. The rest of the installation and system testing had been completed by the end of May 2013. 

During verification and validation testing in June 2013 an anomaly was discovered during the playback of 

the Stratospheric Observatory for Infrared Astronomy (SOFIA) data. We were able to run this data through 

a WINGS 4.3 system and discovered that the problem existed prior to the WINGS 5.5 upgrade. Other 

projects were tested, and the issue did not exist in other projects. After several weeks of testing, the problem 

was identified. The SOFIA project was attempting to process almost 3 million samples a second through 
3 

the system, exceeding the known limitations of the system. The results indicated that the archiving on the 

front-end could not keep up and would occasionally lose data. 

Status 

WATR personnel reduced the processing load to within the known limits of the system, and the errors no 

longer manifest. The system was released for operation on July 11, 2013. 

Contacts 

Darryl Burkes, AFRC, Code M, (661) 276-2517 
4 

Positional Awareness Map3D 2.0 

Summary 

The Positional Awareness Map3D (PAM3D) application completed its 2.0 development phase. The 

PAM3D software was developed to provide positional awareness to engineers in the Mission Control 

Center (MCC) during research flights and real-time missions. 

Objective 

On completion of phase 1.0, the Western Aeronautical Test Range (WATR) received the requirement to 

add sonic boom functionality to PAM3D. Sonic boom functionality would give researchers in the MCC the 

ability to view where the impact of sonic booms will occur on the ground in the form of isopemps (fig. 1). 

Figure 1. PAM3D 2.0 with isopemps. 

Approach 

The sonic boom computational module was derived from a separate application known as Cockpit 

Interactive Sonic Boom Display Avionics (CISBoomDA). The application was developed by Dr. Kenneth 

J. Plotkin of Wyle Laboratories (El Segundo, California) to calculate sonic boom footprints and signatures 

from flight vehicles. CISBoomDA was ported from Fortran to C# and implemented in PAM3D by 

developing a near real-time wrapper and data interface between PAM3D and the Sonic Boom 

computational code. The CISBoomDA algorithm requires Mach, aircraft weight, and wind data (previously 

loaded in memory), and only activates if Mach has a value greater than 1.0. Data checking, smoothing, and 

filtering are provided, as well as computations for 1st and 2nd derivatives before processing data. The sonic 

boom application processes the data and passes the latitude, longitude, and elevation of the chevrons to 

PAM3D for display. 

Status 

PAM3D 2.0 is expected to be used by researchers in the MCC to gather footprint data and study profiles 

that have not previously been flown. This data will help to improve understanding of the sonic boom model. 

Contacts 

Darryl Burkes, AFRC, Code M, (661) 276-2517 

Matt Cheung, AFRC, Code MC, (661) 276-5226 
5 

X-56A/Multi-Utility Technology Testbed (MUTT) 

Summary 

The X-56A/Multi-Utility Technology Testbed (MUTT) vehicle (Lockheed Martin, Bethesda, Maryland) 

was designed for flight exploration of emerging lightweight aircraft technologies (fig. 1). The vehicle was 

developed by the Air Force Research Laboratory (AFRL) (Wright-Patterson Air Force Base, Ohio) under a 

contract with the Lockheed Martin Corporation (LMCO) Advanced Development Programs in Palmdale, 

California. After a series of what is being referred to as Lockheed-directed flights, The National Aeronautics 

and Space Administration (NASA) will take delivery of the vehicle and support equipment, and will operate 

the vehicle in support of the structural efficiency research theme under the Fixed Wing (FW) Project of 

NASA’s Fundamental Aeronautics Program. This vehicle is a representation of a new design paradigm in 

which extremely lightweight vehicles are possible. 

 ED13-0253-020 

Figure 1. X-56A/MUTT aircraft landed on the Edwards Air Force Base lakebed after the first flight. 

The overarching objective of this project is to augment structural stiffness with active structural control. 

Significant aircraft weight reduction is realized by retaining the strength of aircraft structures, but allowing 

for reduced stiffness. Active structural control is then used to compensate for the reduction in stiffness. 

Advances in structural modeling, sensors, and integrated structural control are required to realize the 

benefits associated with this new design paradigm. 

Objective 

The overall X-56A/MUTT project goal is to develop supporting technology and provide sub-scale flight 

validation of emerging lightweight structure design paradigms, which are relevant to the development of 

future commercial transport aircraft. To accomplish this flight-test research on these new design paradigms, 

researchers require the ability to analyze, verify, and validate the flight data on the ground. The project 

needs to integrate with the NASA Dryden Flight Research Center (DFRC) Western Aeronautical Test 

Range (WATR) (Edwards, California). 

 
6 

Approach 

During the initial LMCO directed flights, the project’s primary ground base of operations for flight testing 

was the North Base area of Edwards Air Force Base (EAFB). Subsequent flights are leading the project to 

utilize NASA DFRC as the ground base of operations. With any new unmanned vehicle flight test, range 

safety is of utmost importance to ensure that any new technologies and new tests do not result in injury, 

asset loss, or loss of human life. The WATR also provided this capability to the project in the form of flight 

termination systems for the aircraft and a Range Safety Officer (RSO) Station from which the RSO may 

conduct range safety business, such as determining the aircraft’s health and status, deciding whether a need 

to terminate (or destruct) the vehicle for public safety is needed, and terminating the aircraft should this 

worst case scenario occur. 

To meet the North Base project’s real-time mission support needs, the WATR needed to provide a 

situational awareness video, telemetry information, voice communications, and more to the project. 

Meeting these mission support needs required implementing a new solution due to the limited connectivity 

that NASA DFRC has to the North Base area. NASA DFRC utilized a new solution from a company named 

IPTec (Pleasanton, California), which multiplexed multiple data signals together (voice communications 

and video signals), and allowed bidirectional data transfer between the North Base area and NASA DFRC. 

To meet the project’s new real-time mission support needs with the project’s move to NASA DFRC proper, 

the WATR had to build-up connectivity and infrastructure at two locations. While on North Base, the 

project experienced a handful of subpar quality data links. Once the move to NASA AFRC proper is 

completed, the DATR will be able to provide the project with improved quality voice communications, 

improved video links, and improved telemetry links. 

In addition to the real-time mission support, the project required the WATR to post-flight process the onboard recorded flight data. The post-processed flight data allows the researchers to do further in-depth 

analysis of the flight testing that was unable to be accomplished real-time. This post-processed flight data 

is also archived, so that additional research may be conducted in the future. The post-flight data processing 

generated a project specific configuration file and required manipulation of the LMCO flight data into a 

NASA acceptable format. 

Status 

The X-56A/MUTT project has successfully flown eight stiff-wing flights under the direction of LMCO. 

LMCO is preparing to commence flight testing with flex-wing configurations on the X-56A/MUTT aircraft. 

The X-56A/MUTT project has just completed its move from North Base of Edwards AFB to NASA DFRC. 

The infrastructure build-up and upgrades have been completed to all sites. Connectivity to the 

X-56A/MUTT ground base of operations is still in process. 

Contacts 

Darryl Burkes, NASA AFRC, Code M, (661) 276-2517 

Matthew Cheung, NASA AFRC, Code MC, (661) 276-5226 

 
7 

Virtual Presence (VP) 

Summary 

Virtual Presence (VP) is the approach to allow remote participation of flight-test research activities into the 

mission control center (MCC). The current MCC paradigm is to have all participants, who want to partake 

in a flight-test research activity, to be present in the MCC. With the current budget situation, The National 

Aeronautics and Space Administration (NASA) Dryden Flight Research Center (DFRC) (Edwards, 

California) is innovating and engineering methods to help maximize the successes of projects, while 

minimizing the cost of projects. VP is one such innovation. VP offers the opportunity to have project 

researchers be at their home duty stations instead of traveling to NASA DFRC for the flight tests. By 

extending the participation in the MCC worldwide, much more research that would typically only be 

accomplished on paper will now get the opportunity to come to fruition on a true flight-test aircraft. 

Objective 

The primary goal of VP is to allow remote participation with the MCC to research engineers, scientists, or 

any other personnel, who may be with the project. The goal of VP is to provide remote access to real-time 

flight-test project mission data, project mission voice communications, and project mission video for 

mission monitoring only. The goal for the reach of this remote access is essentially anywhere; as close as 

on-site at NASA DFRC, to NASA Langley Research Center (Hampton, Virginia), and across the world. 

Approach 

With the current MCC paradigm, all project participants are physically collocated in the MCC. This 

situation requires all researchers as well as all the data processing and results to be located in the local 

MCC. By utilizing VP, a new data processing pipeline is created to process real-time data and transport it 

to allow remote users access. This approach ensures the safety, security, and integrity of the local MCC 

infrastructure and data. 

To meet the data requirements for VP, a near identical data processing system to the real-time data 

processing of the MCC is duplicated. To support the voice communications requirements for VP, a speaker 

phone is tied in with the local voice communications infrastructure. Also, a teleconference could be 

generated via this phone line to allow multiple listeners. To support the video requirements for VP, local 

NASA DFRC video feeds to a remote server for users to access. 

Status 

A prototype VP system was created to demonstrate the capability with several NASA DFRC flight test 

projects. Due to schedule and budget constraints, remote users logged into local NASA DFRC systems and 

viewed instantiations of the duplicate NASA DFRC MCC data (video and flight data). The remote users 

were able to successfully monitor the flight tests during real-time with minimal latency. NASA DFRC has 

supported three projects with VP to date. The VP project team is currently generating a plan to determine 

what the future manifestation of VP will be. 

Contacts 

Darryl Burkes, NASA AFRC, Code M, (661) 276-2517 

Matthew Cheung, NASA AFRC, Code MC, (661) 276-5226 
8 

Dream Chaser Engineering Test Article Support 

Summary 

Sierra Nevada Corporation’s (Sparks, Nevada) Dream Chaser Engineering Test Article had unique ground 

tow test requirements. The testing had to occur off the main runway (fig. 1) at Edwards Air Force Base 

(EAFB), first for availability of other runway users as well as to ensure the unique nose skid would not 

damage the main runway surface. The ground tow tests were conducted in preparation for the approach and 

landing test. As such, these tests were held on the defunct Runway 06/24 by the South Base complex. The 

Western Aeronautical Test Range telemetry assets do not have RF line of sight to the intended test area, 

and there was no capability to get telemetry routed back to the main Dryden Flight Research Center (DFRC) 

campus for display in the mission control centers. 

Objective 

Code MC had to develop a unique test capability to meet the unique test requirements. For the tests, Sierra 

Nevada Corporation (SNC) requested support with a telemetry asset as well as a mission control facility, 

all stationed off the main DFRC campus. The company is able to utilize the National Aeronautics and Space 

Administration (NASA) facilities and flight-test personnel through the reimbursable Space Act Agreement. 

Approach 

Code MC and Code MR had just finished the upgrade to the mobile telemetry facility MOF1, so it was the 

prime candidate to be mobilized to the South Base test area. MOF1 is a 32-foot long trailer with a 6-foot 

telemetry antenna (Fig. 2a), and associated RF equipment (Fig. 2b) to support up- and down-link from the 

Dream Chaser vehicle. By re-purposing the Mobile Operations Facility, originally developed to support 

Crew Exploration Vehicle (CEV) Pad-Abort 1 activities at White Sands Missile Range (New Mexico), 

Code MC was able to deliver a best of class mission control center on wheels to the test area. The mobile 

MCC is referred to as MOF5. MOF5 is a 54-foot long trailer with 14 display stations. There are twelve 

workstations available to SNC for system monitoring, with two reserved for the DFRC Aeronautical Test 

Range (ATR) Test Information Engineer (TIE) and Range Control Officer (RCO). 

 Edwards Air Force Base runway complex Close-up of R06/24 test area 

Figure 1. Dream Chaser unique test area. 
9 

 Photo courtesy: NASA/Bill McMullen Photo courtesy: NASA/Bill McMullen

Figure 2a. MOF1 Mobile Telemetry Tracking 

System. 

Figure 2b. MOF5 Mobile Mission Control Center. 

Figure 2. Mobile systems for Dream Chaser operations at South Base Runway 06/24. 

Status

The Dream Chaser performed four sets of sequential low and high speed ground tow tests over the course 

of two months. The test sequences were completed at 10 mph, 20 mph, 40 mph, and 60 mph to verify 

integrated spacecraft performance under landing and rollout conditions. The systems verifications included: 

flight computer and flight software; instrumentation; guidance, navigation, and control; braking and 

steering performance; flight control surface actuation; mission control and remote commanding capability; 

and landing gear dynamics. The tests ensured the Dream Chaser would operate properly upon landing and 

that the spacecraft would come to a controlled stop after touching down on the runway. 

Contact 

Russ James, AFRC, Code MC, (661) 276-3070 
10 

Ikhana/MQ-9 Reaper Support 

Summary 

It was the first time an unmanned aircraft as large as Ikhana; with a 66-foot wingspan, a takeoff weight of 

more than 10,000 pounds, and a cruising altitude of 40,000 feet; has flown while equipped with ADS-B. 

The ADS-B data had to travel over the specialized data links available to the Ikhana aircraft and the Ground 

Control Station (GCS). 

Objective 

The researchers designed and built the ADS-B system and support equipment to be installed on Ikhana 

(fig. 1), but didn’t have the knowledge of the GCS capabilities to build the corresponding equipment for 

the GCS. Instead, the researchers went to the Ikhana team, and in turn they asked a range systems engineer 

to help out based on his extensive knowledge and understanding of the unique data links from the aircraft 

to the GCS. 

 ED12-0082-23 

Figure 1. Ikhana flight with ADS-B equipment. 

Approach

The researchers had already designed the interfaces to get from the ADS-B equipment onto the data link 

from the Ikhana to the GCS, so an interface box was designed that turned all that back around, going from 

the GCS data link interface into the ADS-B equipment installed in the GCS for the flight tests. The unique 

data links between the Ikhana aircraft and the GCS are well defined at this point, so it was necessary to 

understand and reverse-engineer the data stream from the ADS-B equipment mounted in the Ikhana aircraft. 

Then a unique enclosure for the equipment required for the data stream was designed, as well as the cabling 

to be installed in the GCS. Drawings and wire diagrams were turned over to Flight Operations (Code O), 

who then had the enclosure and equipment assembled and installed by the Avionics and Instrumentation 

(Code OA) technicians using the cables they fabricated. 
11 

Status 

The flight testing that followed the initial ground checks went flawlessly. The ADS-B data from each 

mission was also recorded by the FAA Technical Center in New Jersey to do a post mission evaluation. 

After the tests were completed, the team comprised of researchers, Ikhana crew, and partners in the 

Unmanned Aircraft System (UAS) in the National Airspace System (NAS) Program were honored with a 

NASA Group Achievement Award on August, 31, 2013 

Contact 

Russell W. James, AFRC, Code MC, (661) 276-3070 

 
12 

Global Hawk Operations Center Development, Buildup, Integration, Test, and Operations 

Summary 

The National Aeronautics and Space Administration (NASA) Dryden Flight Research Center (Edwards, 

California) acquired two developmental Advanced Concept Technology Demonstration (ACTD) RQ-4 

Global Hawk air vehicles to be used for high-altitude, long endurance (HALE) science campaigns. The 

Global Hawk Operations Center (GHOC) West (fig. 1) at NASA Dryden Flight Research Center located in 

the Research Aircraft Integration Facility (RAIF) consists of three rooms, a flight operations room (FOR), 

a payload operations room (POR), and the support equipment room (SER). The GHOC West supports flight 

operations and payload data from the science platform based on mission requirements. To support multiple 

science campaigns, two additional assets were developed based on the GHOC West model. This abstract 

covers the development of these systems. 

 Photo credit: NASA/Bart Rusnak 

Figure 1. GHOC West. 

Objective 

The Western Aeronautical Test Range (WATR) Range Systems Engineering group and the RAIF 

Simulation Engineering group worked together to develop, integrate, and test two new centers to provide 

mobile capability for world-wide deployment and an east coast presence. 

Approach 

The GHOC West was used as a model to develop two mobile assets to replicate the SER, POR, and FOR. 

The SER, POR, and FOR are contained within two commercial 45-foot trailers (fig. 2). Additionally, a 4.6-

meter Ku Satellite system (fig. 3) was procured to provide payload command and control, data delivery, 

and Air Traffic Control (ATC) communications. The GHOC West was used as a model to develop GHOC 

East that is located at NASA Wallops Flight Facility in Wallops Island, Virginia. By having this replicated 

asset, the Global Hawk project is able to reduce transit time to and from science campaigns, resulting in 

longer time over targets. 
13 

 Photo credit: NASA/Bart Rusnak

 Photo credit: NASA/ Thomas Cronauer 

Figure 2. One of two 45-foot commercial 

trailers used to house Global Hawk mobile 

operations. 

 Figure 3. Global Hawk Mobile Operations 

Facility. 

Status 

Both the mobile center (fig. 4) and GHOC East have been completed and are operational. The mobile 

systems were deployed to Guam for six weeks in support of Airborne Tropical Tropopause Experiment 

(ATTREX). The GHOC East has been used to support hurricane science campaigns. Upon completion of 

the ATTREX deployment, the trailers will return to Wallops for the final Hurricane and Severe Storm 

Sentinel (HS3) campaign. While at Wallops, the GHOC East and the mobile systems will be used to operate 

the two Global Hawk aircrafts. 

 Photo credit: NASA/Bart Rusnak 

Figure 4. 6 meter Ku SatCom terminal. 

For more information see: http://www.nasa.gov/centers/dryden/aircraft/GlobalHawk/index.html). 

Contacts 

Bart Rusnak, AFRC, Code MC, (661) 276-3265 

Thomas Cronauer, AFRC, Code ME, (661) 276-5885 

 
14 

Simulation Engineering 

The Simulation Engineering Branch (Code ME) is known for developing high-fidelity engineering 

simulations that can support various research phases ranging from conceptual studies through flight-testing 

as well as providing a research tool that enhances the quality, quantity, and feasibility of the research 

objectives (fig. 1). This branch provides an engineering service that is positively recognized by its 

customers for its responsiveness, quality, and productivity. 

 ED14-0009-02 

Figure 1. Dream Chaser simulator view from right.

 
15 

Simulation Branch Support for NASA Global Hawk 

Summary 

Dryden Flight Research Center (Edwards, California) operates two reconfigured Global Hawk aircraft, to 

conduct earth sciences research. Operations for the aircraft were conducted exclusively from the Global 

Hawk Operations Center (GHOC) (fig. 1) located in the simulation lab area. National Aeronautics and 

Space Administration (NASA) entered into a partnership with Northrop Grumman Corporation (Los 

Angeles, California) in order to share costs, and so both NASA and Northrop could benefit from the unique 

flight characteristics of the Global Hawk aircraft. Under the partnership, equal access to the aircraft is 

preplanned to enable both partners to satisfy customer requirements. 

 

Figure 1. Dryden Flight Research Center Global Hawk Operations Center. 

Objective 

After successful flight operations were completed using the GHOC and both aircraft, the Simulation 

Engineering Branch (Code ME), working with Range Engineering Branch (Code MC), designed and 

oversaw the building of a mobile GHOC. The mobile GHOC consists of the Global Hawk Mobil Operations 

Facility (GHMOF) (flies the airplane) and the Payload Mobil Operations Facility (PMOF) (supports 

payload users) trailers. 

Approach 

In 2012 Northrop was under contract from the Defense Advanced Research Projects Agency (DARPA) to 

conduct preliminary tests for in-flight refueling between two Global Hawk aircraft. The project was known 

as KQX (fig. 2). Under the partnership the NASA Simulation Engineering Branch worked with Northrop 

software developers to link the GHOC, GHMOF, and a new dual Global Hawk pilot simulator. 
16 

 Photo courtesy: Northrop Grumman 

Figure 2. Global Hawk KQX aerial refueling. 

Status 

By linking the simulators, the mission planners and pilots were able to define, and refine their flight plans 

and contingencies to have a successful flight-test program. The Simulations group also worked with Code 

MC to link data between the GHOC and the AFRC main control rooms, allowing NASA, Northrop, and 

other support personal to view real-time data. 

Contact

Tom Cronauer, AFRC, Code ME, (661) 276-5885 
17 

Google Earth Simulation Interface 

Summary 

The National Aeronautics and Space Administration (NASA) Dryden Flight Research Center (DFRC) 

(Edwards, California) core simulation framework has been upgraded to interface with Google Earth 

(Google, Mountain View, California) permitting users to see the current location of the simulated aircraft 

and its flight path track on a high fidelity moving map. The same interface also allows Google Sky (part of 

Google Earth) to track the telescope position in the Stratospheric Observatory For Infrared Astronomy 

(SOFIA) simulation to provide accurate star charts in real-time. 

Objective 

The objective of the Google Earth Simulation Interface is to provide a free, easy-to-use, multiplatform, 

high-resolution moving map application that will work with any simulation based on the NASA DFRC core 

framework. 

Approach 

The old moving map application used in the simulation labs, the Global Real-Time Interactive Map (GRIM) 

provided low detail maps and was difficult to use and maintain. Instead of developing a new mapping 

program or purchasing expensive node locked software, it was decided to build an interface between the 

simulation and Google Earth. As shown in figure 1, Google Earth provides detailed maps with terrain and 

satellite imaging, and can be easily customized to meet DFRC needs. Google Earth is free and is available 

on most computer platforms. 

Figure 1. Google Earth image showing the flight of a simulated 747. 
18 

Keyhole Markup Language (KML) is a standard XML schema for defining geospatial data in programs like 

Google Earth, Google Maps (Google, Mountain View, California), and Marble (K Desktop Environment, 

Berlin, Germany). The position and attitude of an aircraft, the path the aircraft has travelled, the predicted 

future flight path, and even the 3D model of the aircraft can all be loaded into Google Earth using KML 

data. Google Earth is able to read KML data files from any HTTP network server. 

 

A simple HTTP server application was created and built into the core simulation framework. Just like an 

Internet browser connecting to a web page, Google Earth can connect to the simulation just by specifying 

the address of the simulation computer. Once the connection is made, the simulation will start streaming 

3D data into Google Earth for display. The simulation software continuously recomputes these KML data 

and sends updates to Google Earth at a high rate for smooth motion in the graphics. 

A display page and graphical control panel (fig. 2) were added to the simulation's user interface allowing 

the user to easily adjust the map scale, orientation, tilt angle, and flight path options. Other options, such as 

whether or not to display highways, can be set using the Google Earth interface. 

 

Figure 2. Simulation control panel for Google Earth. 

The standard Google Earth application will work with any simulation based on the NASA DFRC core 

framework. Since the aircraft model, navigation markers, airspace boundaries, and other pertinent data are 

all loaded into Google Earth by the simulation server, there is no need for the user to manually install any 

special software. 

Status 

The Google Earth interface software has been released and is now part of any current core based simulation. 

Contacts 

Brian Curlett, AFRC, Code ME, (661) 276-3917 
19 

Dream Chaser Simulation Cockpit 

Summary 

A piloted simulation of the Dream Chaser Flight Test Vehicle (FTV) (Sierra Nevada Corporation, 

Sparks, Nevada) was required to evaluate the handing qualities of the vehicle while it was under tow from 

a tow aircraft. The Dream Chaser was a reusable, crewed suborbital lifting-body spaceplane that was 

designed to carry up to seven people. 

Objective 

It was desired to simulate the view obstruction caused by the limited visibility through the small windows 

of the FTV (fig. 1). It was also decided to attach a canopy to the simulation cockpit (fig. 2) to obstruct the 

screen of the out-the-window view. 

 ED14-0009-02 

Figure 1. View from right. 
20 

 ED14-0009-03 

Figure 2. View of cockpit simulator with canopy. 

Approach 

The canopy was built out of aluminum extrusion, and is electrically actuated for easy entry and exit of the 

cockpit. The window sizes and shapes of the Dream Chaser vehicle had yet to be decided upon, so a system 

using easily detached foam board cutouts of the window shapes was designed. This system allows for 

complete changing of the view in a few hours. 

Status 

The Dream Chaser Simulation cockpit is operational, but is not currently being used by any project.

Contact 

Michael Hill, AFRC, Code ME, (661) 276-3107 
21 

Simulation Electric Stick Side Arm Controller 

Summary 

A piloted simulation of the Dream Chaser Flight Test Vehicle (FTV) was required to evaluate the handing 

qualities of the vehicle while it was under tow from a tow aircraft. The piloted simulation required the 

simulator to have a reconfigurable side arm controller that could be adapted to different force profiles that 

could be changed while the design in the FTV was decided upon. The existing Dryden Flight Research 

Center (Edwards, California) designed Simulation Electric Stick II (SES-II) met the re-configurability 

requirements, but only a center stick and yoke/column version existed. 

Objective 

The objective is to keep development cost down. It was decided to adapt the existing SES-II center stick 

motor assemblies to work as a side arm controller. 

Approach 

A side arm controller mechanical assembly (fig. 1) was designed to fit in the existing simulation cockpit 

shells, with throw limits based on typical industry values. The SES-II motor assembly was mounted in the 

simulation cockpit on the existing center stick mounts, and high precision sheathed control cables were 

used to connect the output of the SES-II motors to the side arm controller mechanical assembly. Minor 

changes in the SES-II control software were made to adapt the new mechanical conversion values of the 

side arm mechanical assembly. 

 Photo courtesy: NASA/Michael Hill 

Figure 1. Simulation electric stick side arm controller. 

Status 

Though the FTV is planned to use a side arm controller for pilot control of the vehicle, Sierra Nevada 

Corporation (Sparks, Nevada) had not yet chosen or designed the controller that would eventually be used 

in the FTV. 

Contact 

Michael Hill, AFRC, Code ME, (661) 276-3107 
22 

F-18 Simulation 

Summary 

The F-18 simulation has been used by a variety of different projects since it was started in the 1980s to 

support the High Alpha Research Vehicle (HARV) project. In 2012 the F-18 simulation supported the 

Airborne Schlieren Imaging System (ASIS) project, and the Intelligent Control for Performance (ICP) 

Airborne Research Test System (ARTS) experiment. The Launch Vehicle Adaptive Controls (LVAC) 

project was started at the end of 2012 and continued through 2013. The LVAC also made use of the F-18 

simulation. On all of these projects, the Simulation Engineering (Code ME) staff was part of larger teams 

that also included Dynamics and Controls (RC), Flight Systems (RF), Flight Instrumentation (RI), and 

Dryden Aeronautical Test Range Engineering (MC) members. 

In addition to project support, the F-18 simulation has been a favorite place to show visitors, including a 

visit by National Aeronautics and Space Administration (NASA) administrator Charlie Bolden on February 

23, 2012 when he was shown the new test bench that had been developed. 

During 2012 the F-18 simulation computer was upgraded from a Sun 890 (Sparc processor based computer) 

to a Sun 4640 (AMD X86) based computer) (Oracle Corporation, Redwood City, California). 

 
23 

Airborne Schlieren Imaging System (ASIS) 

Summary 

The Airborne Schlieren Imaging System (ASIS) was one of three projects supported by the Simulation 

Engineering branch (ME) in 2012-13. The images captured by the ASIS project will enable researchers to 

validate sonic boom data from supersonic models and wind tunnel tests. 

Objective 

The initial step to support the ASIS project was to connect the F-18 and F-15 simulations together into the 

same real-time 3D (RT3D) graphics airspace along with voice communications between the two cockpits. 

This RT3D allowed the pilots to practice some of their techniques for correctly positioning the two airplanes 

for the Schlieren pictures. One of these earliest simulation sessions was done March 19, 2012. 

Approach 

The project then started using the RT3D graphics, tubes in the sky, to help provide guidance for the two 

simulations. The RT3D graphics was then updated to correctly position the sun in the sky based upon date 

and time. The simulation was modified to pass the RT3D graphics the needed time information and to be 

able to change the simulated time of the mission. 

Next, the simulation was modified to emulate the serial output of the Ashtec Z12 GPS receivers (Magellan 

Navigation, Inc., Santa Clara, California), in order to drive the laptop computer with the Schlieren display 

for the pilot. This modification provided the engineers with the ability to check out their Schlieren guidance 

software in the simulation lab. 

A simulation session was conducted on August 1, 2012 which used both the F-18 and F-15 piloted 

simulations, and the Schlieren laptop computer to guide the airplanes to the correct locations so that the 

F-15 airplane (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) would fly in front of the 

sun off the left wing of the F-18 airplane (McDonnell Douglas, now The Boeing Company, Chicago, 

Illinois) (fig. 1). 

Figure 1. Screen capture of simulated F-15 airplane (dot) off the left wing of an F-18 airplane. 
24 

After this initial session, minor updates and enhancements were made, and multiple more simulation 

sessions were performed through the remainder of the 2012 calendar year. Several of these sessions 

interfaced not only to the laptop, but to the actual Schlieren flight hardware. 

Status 

After this initial session (fig. 2), minor updates and enhancements were made, and multiple simulation 

sessions were performed through the remainder of the 2012 calendar year. Several of these sessions 

interfaced not only to the laptop, but to the actual Schlieren flight hardware. 

 Photo courtesy: NASA/Gary Kellogg 

Figure 2. ASIS team, consisting of pilot, project manager, and simulation engineers, flies initial session in the F-18 

simulator. 

Contact 

Gary Kellogg, AFRC, Code ME, (661) 276-3779 

 
25 

Intelligent Control for Performance (ICP) 

Summary 

As part of the Intelligent Control for Performance (ICP) research project, a special peak-seeking algorithm 

was programmed into the Airborne Research Test Systems (ARTS) computer of an F/A-18 aircraft 

(McDonnell Douglas, now The Boeing Company, Chicago, Illinois). This code enables the computer to 

adjust flight control surface deflections precisely to reduce aerodynamic drag. 

Objective 

To support this project, the F-18 simulation was modified to model the higher fidelity research fuel flow 

sensors that were added to the F-18 aircraft. The Pulse Coded Modulation (PCM) lineup was changed, so 

a new Telemetry Attributes Transfer Standard (TMATS) file had to be added to the simulation, and the 

signal selection file was updated for the new fuel flow sensors. 

Approach 

The simulation was used in the development phase of the ICP software to test that the design worked 

correctly. The ICP flight software was then validated and verified using the F-18 simulation. The simulation 

was also used by the project pilots to practice the flight cards prior to the actual flights. The first flight for 

the ICP experiment was conducted on September 19, 2012. 

Status 

The first flight for the ICP experiment was conducted on September 19, 2012. In December 2012, the 

F/A-18 Full Scale Advanced Systems Testbed (FAST) aircraft completed the flights that explored reducing 

fuel consumption during cruise flight conditions by making small modifications to existing control laws 

and mechanisms in the flight control computer of the aircraft. 

Contact 

Gary Kellogg, AFRC, Code ME, (661) 276-3779 

 
26 

Launch Vehicle Adaptive Controls (LVAC) 

Summary 

The Launch Vehicle Adaptive Controls (LVAC) project was a partnership between National Aeronautics 

and Space Administration (NASA) Marshall Space Flight Center (MSFC) (Huntsville, Alabama) and 

Dryden Flight Research Center (DFRC) (Edwards, California). The LVAC project will demonstrate the 

use of a NASA F/A-18 aircraft to simulate a rocket in its early flight phase to test adaptive software 

for NASA's new rocket, the Space Launch System (SLS), the launch vehicle for deep space 

missions. 

Objective

The objective of the simulation engineers’ LVAC work was to implement and fly the adaptive augmenting 

control scheme designed by MSFC for the SLS in the F-18 Airborne Research Test System (ARTS) 

computers. The F-18 simulation was used for the development of the ARTS software, pilot evaluation, and 

flight software qualification. 

Approach 

The control room display system in the simulation lab was upgraded to The Western Aeronautical Test 

Range (WATR) Integrated Next Generation System (WINGS) version 5.3. The NetAcquire system was 

modified to be able to accept the instrument landing system (ILS) commands from the ARTS computer and 

pass them on to the aircraft interface computer (AIC) box that fed the commands to the F-18 hardware 

computers to drive the cockpit digital display indicators (DDIs). 

Project engineers from DFRC and MSFC updated the Interactive Analysis and Display System (IADS) 

displays in the simulation lab and then used these displays during the validation and verification testing of 

the flight software. These same displays were then moved to the mission control room to support the actual 

flights. 

Since many of the MSFC team members were not familiar with aircraft control room operation, the project 

decided to conduct mission control room training sessions using the F-18 simulation to supply the data. The 

simulation provided the control room with the two aircraft PCM streams and the two virtual streams from 

the NetAcquire. The simulation also passed the radar data needed to drive the control room Global Realtime Interactive Map (GRIM) displays. Additionally the simulation passed the real-time 3D (RT3D) 

graphics display to the control room to use in place of the head-up-display (HUD) video. 

The first of these control room training sessions was conducted on July 18, 2013. The control room was 

staffed, and the simulation was flown through a set of flight cards representative of an LVAC flight (fig. 1). 
27 

 Photo courtesy: NASA/Gary Kellogg 

Figure 1. LVAC project engineers prepare for the first flight. 

The simulation was also used by the project pilots to practice the real flight cards with engineers monitoring 

the WINGS displays in the simulation lab, prior to the actual flights. 

Status 

The first LVAC flight occurred on November 14, 2013. In December 2013, the team of engineers, 

technicians, and pilots completed the test flights to assess the adaptive augmenting controller software 

planned for the rocket on a modified NASA F/A-18 aircraft at NASA Armstrong. 

Contact 

Gary Kellogg, AFRC, Code ME, (661) 276-3779

 
28 

G-III Simulation 

Summary 

The Gulfstream III (G-III) (Gulfstream Aerospace Corporation, Savannah, Georgia) (fig. 1) piloted 

simulation can be summarized by each software release that documents its development as a high-fidelity 

simulation of the Subsonic Research Aircraft Testbed (SCRAT). The SCRAT project performed 

aeronautics research, gathered high-quality research data, and validated design and analysis tools. 

 ED-12-0191-12 

Figure 1. G-III aircraft. 

Objective 

The seven G-III simulations, developed to aid in integrating research experiments, were performed by the 

Simulation Engineering branch for the 2012-13 calendar years. Each simulation is described briefly in this 

abstract. 

Approach 

Each simulation is described by name, date, and version number, and describes the basic capabilities for 

each simulation done for the G-III aircraft. 

V2.0 06-FEB-2012 

This release added the capability of a desktop simulation, allowing the user to control the aircraft with a 

joystick and a Graphical User Interface (GUI). Improvements were made to the actuator, control, 

aerodynamic, mass properties, and landing gear models. An out-the-window (OTW) display system was 

added, using real-time 3D (RT3D) graphics display software and interface. 

V2.1 16-APR-2012 

This release added additional aircraft configurations in support of the Subsonic Aircraft Roughness Glove 

Experiment (SARGE) project and the Adaptive Compliant Trailing Edge (ACTE) project. Modifications 

were made to the aerodynamic and mass properties models. 
29 

V2.2 30-APR-2012 

This release fixed a problem found in the aerodynamic model for the ACTE configuration. The release was 

used for the ACTE Preliminary Design Review (PDR) conducted on May 23–24, 2012. 

V3.0 10-JUL-2012 

This release upgraded the simulation to the newest version of the Dryden Core Simulation (V5.1) 

framework. The aircraft models, written in Fortran, were kept in their original format, but were wrapped in 

a C++ model class, to improved display and command line processing. The newer framework offered 

improved hardware drivers, telemetry, and a strip chart capability. 

V4.0 15-OCT-2012 

This release added the piloted simulation capability, utilizing cockpit hardware located in the Research 

Aircraft Integration Facility (RAIF) simulation lab. A new Simulation Electric Stick (SES) was used to 

simulate the reversible control system forces experienced by a pilot during flight. The cockpit included 3 

touchscreen displays, serving as a head-down-display (HDD) system that simulated real cockpit instruments 

and gauges. 

V5.0 21-MAR-2013 

This release includes aircraft model refinements based on ACTE Project Phase 0a flight data. The 

simulation was used to investigate ACTE safety of flight issues involving reduced roll authority for the 

Dryden Independent Review Team (DIRT) meeting on February 5, 2013. 

V5.1 15-MAY-2013 

This release includes aircraft model refinements based on ACTE Project Phase 0a and 0b flight data. This 

simulation was used in support of the ACTE Flap Critical Design Review on June 25–26, 2013. 

 Photo courtesy: NASA 

Figure 2. This photo of the Adaptive Compliant Trailing Edge (ACTE) was taken by an automated Wing 

Deflection Measurement System (WDMS) camera in the G-III that photographed the ACTE wing every 

second during the flight. 
30 

Status

All simulations for the 2012–13 calendar year are contained in a single document. 

Contact 

Thomas G. McCarthy, AFRC, Code ME, (661) 276-2651 

 
31 

Dream Chaser Simulation 

Summary 

The National Aeronautics and Space Administration (NASA) Dryden Flight Research Center (DFRC) 

(Edwards, California) Dream Chaser (Sierra Nevada Corporation, Sparks, Nevada) simulation was started 

in January 2013. The buildup of this simulation was a team effort by people not only from the Simulation 

Engineering Branch (Code ME), but also the Dynamics and Controls Branch (Code RC) and the 

Aerodynamics and Propulsion Branch (RA). Code RC did most of the Simulink (MathWorks, Natick, 

Massachusetts) autocoding of the control system, actuator, and landing gear models. Code RA provided the 

technical expertise on the tow cable model. Code ME did the coding of the aerodynamic model, the cable 

model, the linearizer, and the mass properties. Code ME also did the integration of all the models into the 

core infrastructure. The building of the cockpit and interfacing between the simulation software and the 

cockpit hardware was also done by Code ME. 

Objective 

The HL-20 simulation, which had been built for a different effort, was the starting point for the Dream 

Chaser simulation. The HL-20 simulation was ported from a Sun Sparc processor (Sun Microsystems, now 

Oracle Corporation (Redwood City, California) to work on a Sun X86 processor. Initially the simulation 

was connected to an existing F-18 simulation cockpit with the large three-projector screen. From this initial 

starting configuration, the simulation was updated with new models from NASA Langley Research Center 

(Hampton, Virginia) and Sierra Nevada Corporation (SNC). As the Dream Chaser design evolved, many 

of these models were updated several times. 

The first HL-20 model to be replaced by a Dream Chaser model was the mass properties. The primary 

reason for the Dream Chaser simulation at NASA DFRC was to evaluate the possibility of towing the 

Dream Chaser vehicle to altitude and then releasing it, in order to conduct approach and landing tests. To 

support this simulation testing, the tow cable model that had been used by the Eclipse project was copied 

into the Dream Chaser simulation. The RT3D graphics code was updated for the tow cable, and the 

simulation was modified to send the needed cable information to the graphics. The initial tows were done 

using a pre-recorded time history from an F-18 simulation as a substitute for a tow vehicle. 

The HL-20 aerodynamics model was replaced with a Dream Chaser aero model. The landing gear model 

was updated, and an optional control system originally from the National Aero-Space Plane (NASP) project 

was added. SNC astronauts flew this Dream Chaser simulation with the tow cable model on April 16, 2013. 

Approach 

The Dream Chaser aerodynamic model was updated, and the HL-20 control system was replaced with the 

control system model for the Dream Chaser. The simulation was modified to be able to read an IRIG time 

source (which would be needed for synchronizing with a separate tow simulation). Code was added to 

extrapolate the tow plane’s information up to the current Dream Chaser simulation’s frame time. 

The C-17 simulation, which had not been used for a few years, was brought back to operational status and 

interfaced to the new simulation electric stick (SES). This C-17 (The Boeing Company, Chicago, Illinois) 

simulation was then used to record tow plane trajectory time history files that were used by the Dream 

Chaser simulation. The designer of the Eclipse tow cable model continued to refine the model in the Dream 

Chaser simulation. 

The Dream Chaser simulation was then updated to the latest Core simulation version. The F-18 cockpit was 

replaced with a dedicated Dream Chaser cockpit that included a new SES, a side arm controller, toe brakes, 

flat panel displays, and cockpit windows to more accurately represent the vehicle (fig. 1). 
32 

The aerodynamics and control system models were again updated. The tow cable model was moved to a 

separate thread so that it could be run at a higher frequency. The C-17 simulation was used to record tow 

trajectories more representative of operational constraints. 

The Dream Chaser simulation was used for SNC astronaut evaluations on June 24-25, 2013. The tow cable 

model was updated to be a multiple segmented rope, and a trim model for the cable was added. 

Another round of SNC astronaut evaluations (fig. 2) were made on the simulation July 29-31, 2013. The 

linearizer model was updated to include tow cable states. The Dream Chaser actuator model was added to 

the simulation. The Ethernet Transmission Control Protocol (TCP) interface between the C-17 and the 

Dream Chaser simulations was implemented so that the two simulations could interact in real-time, instead 

of just using pre-recorded time histories for the tow plane. The control system model was updated again. 

The SNC astronaut flew the simulation again on September 9-10, 2013. A model of the Dream Chaser 

vehicle was added to the RT3D graphics code, until this point the graphics had been using the HL-20 model. 

The old HL-20 simulation was brought up to the current simulation standard in order to support visitors 

who are not part of the Dream Chaser project. The Ethernet TCP interface to the F-15 simulation was 

implemented, so that the F-15 airplane could act as an alternative tow plane to the C-17 airplane. 

 Photo courtesy: NASA/Gary Kellogg

Figure 1. Screen shot of the Dream Chaser simulator 

interior. 

Figure 2. Sierra Nevada Corporation astronaut 

flying the Dream Chaser simulator. 

Status 

The SNC astronaut flew the simulation October 29, 2013. The mass properties of the Dream Chaser 

simulation were updated. The tow cable model was ported from FORTRAN to C++. The aerodynamics and 

landing gear models for the Dream Chaser were both updated to the latest versions. The landing gear was 

added to the RT3D model of the Dream Chaser vehicle. The HL-20, C-17, and F-15 simulations were used 

for evaluations by the United States Air Force Test Pilot School (Edwards, California) on December 3-5, 

2013. 

Contact 

Gary Kellogg, AFRC, Code ME, (661) 276-3779 

 
33 

nuPlot Dryden Time History Plot Software 

Summary 

The nuPlot Graphical User Interface software (fig. 1) is the replacement of the legacy QuickPlot tool, with 

a merging of functionality with the dthData tool. The nuPlot tool provides backwards compatibility and 

features that were unavailable in QuickPlot alone. nuPlot is written in-house, and in the modern 

programming language, Java. Writing the software in a modern programming language allows any software 

developer familiar with the modern programming language to provide support. Writing a new in-house tool 

allows for the ease of implementing future updates, and is solely owned by the National Aeronautics and 

Space Administration (NASA). The new tool is a subset of the Dryden Core Framework simulation 

software and will serve as a common tool for plotting simulation data amongst the NASA centers. 

Figure 1. nuPlot Graphical and Scripted Interface. 

Objective 

The objectives in developing the nuPlot tool were to replace the QuickPlot tool, with a high quality, well 

documented tool that had similar functionality, was written in a modern programming language, was 

designed with a modern graphical user interface, implemented functionality from the dthData tool, and was 

maintained to be independent of any particular computing platform. 

Approach 

After a quick proof-of-concept was developed, steps were undertaken to determine the full set of software 

requirements. The developed Software Requirements Document (SRD) was studied to determine if the 

capabilities would be feasible to implement. The features, some of which are shown in the figure below 

include: 

1. The continued support for a scripted interface for functions such as: 

a. Opening, closing, saving, and plotting of data. 

b. Generating scripts using graphical inputs (that is, everything the user is allowed to do in 

the graphical environment is mimicked in the scripted environment and vice-versa). 

c. Additional functions from within the scripted interface include those mentioned below. 
34 

2. The ability to customize the signal series to be plotted (for example, line thickness, line color, 

et cetera). 

3. The ability to save and execute scripts from the graphical or command driven environments. 

4. The ability to plot selected signals for selected data points, inserting signals (based on user 

defined equations), and removing signals. 

5. The ability to plot signals in the time domain, or in the signal domain of the user’s choosing. 

6. The ability to read in data from multiple file formats, including the MATLAB (mat) format (that 

is, asc1, asc2, cmp3, cmp4, csv1, mat, rir1, sif1, unc0, unc2, and unc3). A utility tool to batch 

convert file formats will be included. 

7. The ability to save/load user preferences 

8. The ability to save/load a user’s session. 

9. The ability to perform unit conversions. 

10. The ability to map project signals to the S-119 variable naming standards. 

Status 

The nuPlot tool is currently under development with many requirements already verified informally. As 

more feasible options emerge, or as the code evolves, the requirements documentation is being updated. 

Some of the high priority items which remain include the completion of the scripted environment, the ability 

to completely define the properties for a plot series (for example, line thickness, marker size, et cetera), 

controlling the visible domain and range of the plot, building in the appropriate error checks and warning 

messages, and the ability to save a user session. After completion of development, the software will be 

tested and verified against individual requirements, and for major paths in the software. 

Contact 

Muhhamad M. Raza, AFRC, Code ME, (661) 276-2364 

 
35 

Information Services 

The Information Services Branch (Code MI) provides integrated, secure, and efficient information 

technology solutions and services that enable the mission of the National Aeronautics and Space 

Administration (NASA) Dryden Flight Research Center. The mission of the NASA information technology 

(IT) organization is to increase the productivity of scientists, engineers, and mission support personnel by 

responsively and efficiently delivering reliable, innovative, and secure IT services (fig. 1). 

Figure 1. Virtual flight research center. 

 
36 

Global Hawk Support 

Summary 

The Global Hawk project (fig. 1) is in its second year of the Hurricane Severe Storm Sentinel (HS3) mission 

as part of the support team to assist with relocation efforts at Dryden Flight Research Center (DFRC) 

(Edwards, California) for IT systems, monitor the transcontinental link between DFRC and Wallops Flight 

Facility (WFF) (Wallops Island, Virginia), and collaborate on System Security and Contingency Plans. The 

relocation of the Global Hawk Operations Center (GHOC) hangar required coordination between cable 

plant and Network Operations personnel for enabling ports in the GHOC cage. The transcontinental link 

required layer 2 provisioning (L2TPv3) to allow for network connectivity during flight missions from 

Wallops Flight Facility. The System Security Plan and Contingency Plan have been collaborative efforts in 

gathering information and completing written documentation to comply with NPR 7120.7. 

 ED13-0399-06

Figure 1. Global Hawk 872 on its 100th NASA flight. 

Objective 

The continued systems engineering support for the Global Hawk mission(s) is to evaluate all aspects of the 

information technology that pertains to the valid security plan for the beneficial purpose of enhancing the 

scientific research conducted by various universities and global entities. This support allows for greater 

understanding of Earth Science and improves the measurement process of severe storms that will determine 

more precise predictions in the future of severe storms and tropical disturbances. 

Approach 

The Information Systems Branch (Code MI) has completed all sections of the System Security Plan 

adhering to version 3 of the System Security Plan in RMS have been completed. Code MI has identified 

the information types in the System Security Plan and has assisted the Global Hawk project in the successful 

Authorization to Operation Extension. All systems associated with the Global Hawk Security Plan have 

been inventoried, and boundaries including Appendix A referencing Global Hawk East have been 

documented. Guidance for network and hardware best practices has been provided in an effort to minimize 

vulnerabilities within the GHOC local area network. 

Status 

Code MI support is an ongoing process that will require Systems Engineering support throughout the life 

cycle of the HS3 mission and beyond with respect to future programs. 
37 

Contact 

Humphrey K. Aguirre, AFRC, Code MI, (661) 276-2330 
38 

Ikhana Annual Report 

Summary 

The Ikhana (fig. 1) unmanned aerial system (UAS) is designed for long-endurance, high-altitude flight and 

is utilized for Earth Science, advanced aircraft systems research, and technological development. The 

ground control station along with all science and engineering workstations are housed in a mobile trailer 

making Ikhana ideal for remote missions around the world. The systems engineering support that was 

provided includes in depth vulnerability scans, inventory management, and Systems Security and 

Contingency Plan documentation. 

 ED12-0082-12

Figure 1. Ikhana being prepared for an early morning flight. 

Objective 

The objective is to enhance the technology utilized within the science and engineering workstations to 

improve the capability, reliability, and safety of unmanned aircraft. The UAS validates electronic sensor 

technologies, and conducts extensive Earth observations. 

Approach 

As support for the Ikhana project continues and a better understanding of the complete mission(s) goals is 

developed, Code MI will provide informative feedback regarding the information technology infrastructure 

will be provided. The goal of providing quality systems engineering while completing contingency plan 

testing and documentation will continue. The local area network for Ikhana is isolated and provides the 

scientists and engineers with a safe computing environment with regard to external sources. 

Status 

Ikhana continues to advance in its research of Automatic Dependent Surveillance-Broadcast (ADS-B) 

technology that provides for aircraft tracking that must be adopted in the U.S. by 2020. This NextGen 

technology grants air traffic control greater insight as to aircraft GPS positioning making air travel safer 

and more efficient. The engineering and scientific computer workstations and network design are all part 

of the system security and contingency plans that are provided for guidance. 

Contact 

Humphrey K. Aguirre, AFRC, Code R, (661) 276-2330 
39 

Enterprise Architecture 

Summary 

The Dryden Flight Research Center (DFRC) (Edwards, California) initiated an enterprise architecture 

program designed to document and facilitate the analysis of DFRC activities from an integrated strategy, 

business, and technology perspective. In coordination with the National Aeronautic and Space 

Administration (NASA) Chief Enterprise Architect and as a member of the Agency Enterprise Architecture 

Working Group, the DFRC team drafted a Center EA strategic plan, developed domain roadmaps, and 

began the process of fully documenting information technology services. In 2013, the Information Services 

Branch (Code MI) established a full time enterprise architect position and partnered with the Executive 

Office of the President and the Office of Management and Budget to move beyond the initial stages of 

architecture development. 

Objective 

Objectives of the enterprise architecture program include: 

• Shorter planning cycles. 

• Shorter decision cycles. 

• Reduction of duplicative resources and services. 

• Improved communication. 

• Improved resource integration and performance. 

Approach 

The Dryden Enterprise Architecture Working Group is leveraging a service oriented enterprise (SOE) 

model of the Center in its development of a center architecture. Working with the NASA Chief Enterprise 

Architect and the Federal Chief Enterprise Architect, the DFRC Enterprise Architecture Working Group is 

working to develop service design packages and a comprehensive service catalog that will inform 

customers, facilitate operations and management, and inform the budget and acquisition process. In the 

SOE approach to enterprise architecture, services take the place of traditional business units in the Federal 

Enterprise Architecture Framework and therefore form the foundation of the architecture. 

Status 

The DFRC Enterprise Architecture program is a level 1 program according to the Architecture Capability 

Maturity Model. Some Enterprise Architecture processes are defined but are localized or informal. The 

working group established collaboration sites and initial artifact repositories. Work continues on the service 

catalog and architecture development. 

Contact 

Greg Brierly, AFRC, Code MI, (661) 276-2334 

 
40 

Agency Vulnerability Assessment and Remediation (AVAR) 

Summary 

The Agency Vulnerability Assessment and Remediation (AVAR) project establishes vulnerability 

assessment policies and directives for each National Aeronautics and Space Administration (NASA) facility 

across the Agency to adhere to. In an effort to take a preemptive approach to avoid IT security incidents 

from occurring throughout the Agency, the project evaluates, selects, and manages the appropriate tools 

necessary for vulnerability discovery, assessment, and mitigation. The project serves as a central hub of 

technical expertise to assist all NASA centers and their vulnerability assessment administrators. 

Objective 

By instituting a set of standards that all NASA centers comply to and report on, comparison of scan data 

that is collected by the Enterprise Data Warehouse (EDW) would be more consistent between centers. The 

support and research the AVAR project provides aims to enhance scanning capabilities and improve 

services to system owners. 

Approach 

With the development of baseline scan templates, and the use of only Agency approved vulnerability 

assessment tools, standardization of gathered vulnerability data between centers is being accomplished. The 

AVAR project worked closely with the centralized database and the EDW in designing compliance checks 

and scripts used to collect and display an accurate representation of the security posture at each center. New 

passive monitoring devices were tested and evaluated to determine if their capabilities would meet Agency 

directives and benefit the Agency. A project website and SharePoint (Microsoft Corporation, Redmond, 

Washington) site were developed for a collaboration of knowledge and a platform for discussions. 

Status 

The AVAR project has ongoing outreach to every NASA facility across the Agency to foster amity and 

communication within the AVAR community. As threats to NASA information technology systems 

continue to evolve, the AVAR project continues to equip the system owners with the ability to protect 

against exploits, malicious programs, and risks to the confidentiality, integrity, and availability of their 

systems. 

Contact 

Douglas Garvin, AFRC, Code MI, (661) 276-5526
41 

Virtual Presence 

Summary 

The National Aeronautics and Space Administration (NASA) seeks innovative and efficient approaches to 

conducting flight-test operations. An element of the future vision includes the ability for a subset of 

researchers to participate in flight-test activities from essentially anywhere. For two decades Dryden Flight 

Research Center (DFRC) (Edwards, California) researchers have referred to this ideal end state as a virtual 

flight research center (fig. 1). The focus of this effort targets extension of flight project control room 

operations to other NASA field centers. The Virtual Presence project would allow a remote engineer to 

participate in flight research activities occurring at DFRC from another NASA center. This remote 

participant would receive audio, video and flight data through the NASA Wide Area Network. 

Figure 1. Virtual flight research center. 

Objective 

The Virtual Presence project will provide flexible solutions for remote flight research participants. These 

solutions must include support for multiple platforms, support for lower bandwidth connections, and both 

clientless and client based systems. The system must be flexible enough to provide the proper level of 

information security, while still being able to support multiple remote use cases. 

Approach 

The Virtual Presence project is testing multiple methods of allowing remote connectivity. One method 

requires a specific client that allows for greater real-time data visibility, while the other method is webbased and provides visibility into a subset of real-time flight data. Initial demonstrations were limited and 

intended as proof-of-concept; the system is now transitioning to a prototype or pilot phase for more robust 

testing. 

Status 

The Virtual Presence project has currently completed some proof-of-concept tests to demonstrate the 

capabilities and assess some of the technologies involved in sending and displaying real-time flight data to 

remote participants. The project will be transitioning to a pilot phase and additional tests will be conducted 
42 

against both the web and client based applications. A portal to integrate this and other flight data related 

services is being tested and enhanced. 

Contact 

Dennis daCruz, AFRC, Code MI, (661) 276-2846 
43 

Lean Six Sigma 

Summary 

Since February 12, 2013, a cross-organizational Lean Six Sigma project has been facilitated to include team 

members from Engineering Support (OC), Information Systems (MI) and Flight Instrumentation (RI) called 

Flight Data Delivery Process Improvement. This team will baseline and document the current telemetry 

van process and create a formal process to improve the way the vans distribute data to end users. Since the 

vans are isolated with no network connectivity, the telemetry group collects data manually, stores it on 

external drives, and hand carries the media to customers. 

Objective 

The objectives for the group are to: 

1) create a formal process for delivering flight data; 

2) reduce the time span for making data available to customers to near real-time; 

3) eliminate the use (as much as possible) of portable media and instead move data in a trustworthy fashion 

via efficient use of network connectivity; and 

4) create an implementation plan. 

Approach 

Schedule: 

 January 30, 2013—Obtained approval from the Dryden Flight Research Center (DFRC) (Edwards, 

California) Lean Six Sigma Program Manager to proceed with the project. 

 February 12, 2013—Initial Sponsor meeting to write the charter, identify team members, and the 

team lead. 

 March 4, 2013—Champion/sponsor/team lead briefing to review the charter and get the go ahead 

to proceed with the project. 

 March 7–27, 2013—Process walk interviewing Codes OC and RI to get an understanding of the 

current process. 

 May 16, 2013—Included sponsors representing Codes OC and RI and briefed them to get buy-in. 

 July 16, 2013—Held final champion/sponsor/team lead meeting. 

 July 18–August 29, 2013— Concluded team meetings. 

 September 5, 2013— Completed Center out-brief. 

Status 

Once the proposed improved process has been approved by DFRC leadership, an implementation team will 

be assembled with a 0-6 month timeframe to complete and test the proposed pilot process. 

Contact 

Gloria Fields, AFRC, Code MI, (661) 276-5472 
44 

SOFIA Program IT Support 

Summary 

The Information Services Branch (Code MI) provided information technology (IT) support for the Dryden 

Flight Research Center (DFRC) (Edwards, California) Stratospheric Observatory for Infrared Astronomy 

(SOFIA) program (fig. 1). This support includes ensuring required IT security document is maintained for 

SOFIA systems and that required IT systems tests are completed as required. These tests include annual 

testing of system controls, contingency plans, and system risk assessments. 

In addition Code MI supports SOFIA by ensuring that required IT services are implemented and tested for 

program activities. These services included: 

 Testing and documenting the deployable National Aeronautics and Space Administration 

(NASA) Aircraft Maintenance Information System (NAMIS) to ensure maintenance information 

can be maintained and retrieved while SOFIA is on deployment. 

 Working with visiting instrument and experimenter teams to ensure communication and security 

requirements are tested and in place. 

 Facilitate the implementation of required communication links for connectivity to Ames Research 

Center (Moffett Field, California), Line operations testing and connectivity for SOFIA 

Deutsches Zentrum für Luft- und Raumfahrt/Deutsches SOFIA Institut (DLR/DSI) 

partners. 

 ED10-0182-01 

Figure 1. The Stratospheric Observatory for Infrared Astronomy (SOFIA) aircraft with telescope door 

open. 
45 

Objective 

The objective for the SOFIA program IT support is to integrate an IT person with the program and facilitate 

communication between the program and the IT organization. The goal was to provide closely integrated 

IT support for the Program to ensure current and future requirements are planned and implemented per 

program requirements. 

Approach 

Arcata Associates, Incorporated (Las Vegas, Nevada) provides system engineering support for DFRC 

projects. IT personnel work directly with SOFIA personnel, visiting experimenters, and other SOFIA 

customers to ensure required IT services are delivered and meet program requirements. IT personnel also 

work closely with project engineers to gather information to ensure required program documentation is 

complete and accurate. 

Status 

SOFIA support is an on-going effort that will continue to demonstrate a successful partnership between 

Mission Information and Test Systems (Code M) and DFRC mission customers. 

Contact 

Michael Johns, AFRC, Code MI, (661) 276-5697 
46 

Data Management Working Group 

Summary 

The evolution of Dryden Flight Research Center (DFRC) (Edwards, California) information infrastructure 

must be guided to support the vision and needs of multiple customer groups. The Dryden Data Management 

Working Group has been established to develop and communicate a consistent enterprise view for data 

management. Without a formal data management plan (DMP), Center organizations lack direction for the 

proper management of data. 

Objectives 

The objectives of the DMP are to: 

• Provide an enterprise-focused approach for DFRC data management applications, 

infrastructure, and procedures. 

• Develop and maintain an improvement and modernization roadmap for DFRC data 

management architecture. 

• Identify and document capability gaps and opportunities within the center for improving 

end-user productivity via new and improved data management capabilities. 

• Maintain cognizance over technology trends related to trustworthy, useful, secure, and 

reliable data distribution tools and techniques. 

• Effectively communicate status, plans, and progress to the Dryden community as 

appropriate. 

• Identify and oversee sub-team related to specific areas of data management. 

Approach 

The Dryden Data Management Working Group plans to create a centralized storage infrastructure based 

around recent investments. The new architecture will not require major changes; however, minor tweaks 

and data realignment may be needed. Data Management policies and procedures need to be created to set 

standards and provide guidance to the stakeholders (organizations, projects, contracts, et cetera). This 

restructuring will allow for a Center wide data management guidance document to be developed. This 

document will set policies and procedures to govern the current storage architecture (fig. 1). The completed 

document will set standards and provide guidance for the creation of subordinate Data Management Plans 

to be written by individuals, organizations, projects, and other DFRC data owners. All DFRC data 

management plans should align with the Agency IT Enterprise current strategies. 
47 

Figure 1. Current storage architecture. 

Status 

The Data Management Working Group meets weekly concentrating on the buildup of the new storage 

architecture, and processes and procedures to govern the infrastructure. Once the IT infrastructure is ready 

the stakeholders will join the group that meets weekly on Mondays 2–3 PM. The working group SharePoint 

site is located at this URL where there are paragraphs describing the status of the research: 

https://dfrcshare.ndc.nasa.gov/Orgs/codeM/codeMI/EA/DataMgmt/SitePages/Home.aspx 

Contact 

 Jeffery Nelms, AFRC, Code MI, (661) 276-2130 

 
48 

X-31 Data Curation Challenge 

Summary 

The legacy flight data archive for Dryden Flight Research Center (Edwards, California) is the Flight Data 

Access System (FDAS); a home-grown database for telemetry, and simulation time history storage and 

retrieval. Research engineers use it as the authoritative source for flight data to be analyzed. FDAS is a suite 

of FORTRAN-90 programs executing on a Sun Unix (Sun Microsystems, now Oracle Corporation 

(Redwood City, California) platform. The highly efficient Compressed 4 file format (CMP4), a 

compression scheme within the FDAS (unrelated to the MPEG video compression scheme) helps maintain 

a small archive footprint, but not an industry standard, creating long-term sustainability problems. 

It has been recognized for a number of years that the combination of loss of software engineering personnel 

familiar with FORTRAN-90 and maturation of commercial tools force Dryden to clarify and implement a 

roadmap for long-term curation of Dryden flight data. The dominant commercial product that has been 

championed for that purpose is the OMEGA Data Environment (ODE) (Smartronix, Hollywood, 

Maryland). ODE is a post-test data mining tool designed for large datasets typically found in the aerospace 

research, development, test, and evaluation (RDT&E) industry. ODE has been in use in prototype, pilot, 

and limited production use at Dryden since 2003. 

Recent discussions between the deputy center director and ODE champions focused on the unknown 

limitations of the ODE environment, and perhaps more importantly, the limitations of Dryden supporting 

processes and workflows when importing pre-2003 FDAS datasets. Importing hard copies of flight data 

reports and flight cards, for example, is a feature we have not explored in depth. Other process questions 

focused on the workload in managing configuration changes in the time history parameter lineup. In 

particular, the X-31 project (Rockwell International, Milwaukee, Wisconsin, and Messerschmitt-BölkowBlohm, now the European Aeronautic Defence and Space Company, Leiden, Netherlands) was 

characterized by numerous lineup changes. 

The deputy center director challenged the ODE advocates to use the X-31 archives (fig. 1) to further 

explore, validate, and demonstrate how well ODE serves our needs. This challenge is the justification for 

the initiative described here. Given the obvious overlap between the focus of Information Services (Code 

MI) here and the interests of the emerging data management council, this initiative is under the auspices of 

the Enterprise Architecture/Data Management Working Group, and the final report and out brief will be 

forwarded to the deputy center director after review by the Data Management Council. 

Figure 1. ODE X-31 desktop. 
49 

Objective 

The objectives are to: 

 Capture and document the CMP4 to ODE data conversion process. 

 Document the process of publishing the legacy flight data into the Omega data Environment. 

 Perform data quality verification/validation using the available flight cards, strip charts and flight 

reports to validate approximately 6 published flights. 

 Determine the selection and number of flights by the available flight records and Calibration 

Information Management System (CIMS) files available. 

 Identify and mitigate bugs and feature deficiencies. 

 Summarize report and recommendations. 

 Out brief to the data management council. 

Approach 

Information Systems (Code M) branch and Research engineering (Code R) will collaborate on post 

processing six X-31 flights. This post processing will be done by two groups; the Flight Instrumentation 

(Code RI) ODE admins will use the Omega Data Environment to process the data; and Code MI will provide 

the converted CMP4 flights. Range Engineering (Code MC) will process the data natively pulled from the 

FDAS system. Once the flights have been published by both groups, they will meet and perform a data 

comparison using MatLab (MathWorks®, Natick, Massachusetts). If successful the data analysis should 

match exactly. 

Status 

Information Services (Code MI) has converted six X-31 flights and provided the conversions to Flight 

Instrumentation (Code RI) ODE admins. The flights have been published, and flight-related metadata is 

being gathered to enable data verification with Range Engineering (Code MC). Only the CMP4 to ODE 

script process has be recorded. 

This initiative is an as-time-permits project nominally intended to be completed by January 2014. Resources 

include Code RI, Code MI, and Code MC personnel. 

Contact 

Jeffrey Nelms, AFRC, Code MI, (661) 276-2130 
50 

Virtual Desktop Infrastructure Demonstration using VMware View 

Summary 

Dryden Flight Research Center (DFRC) (Edwards, California) mobile community continues to grow with 

both bring your own device and U.S. Government-issued mobile devices. Each user experiences different 

levels of service availability depending on the applications necessary for their job, and no user has full the 

full functionality of a desktop system. Most users have internet and email access only using applications 

that are standard load. A virtual desktop environment will allow all mobile users to execute one application 

that will allow them to reach all applications and services currently available on their desktop computer. 

Virtual desktop infrastructure (VDI) is the practice of hosting a desktop operating system within a virtual 

machine (VM) running on a centralized server (fig. 1). VDI is a variation on the client server computing 

model, sometimes referred to as server-based computing. 

Figure 1. VDI block 

Objective 

The objective is to create a virtual desktop infrastructure proof of concept using current VMware (VMware, 

Incorporated, Palo Alto, California) VSphere datacenter infrastructure. This infrastructure will allow users 

to access a virtual desktop environment that will enable access to DFRC information technology (IT) 

services from any IT zone. The first objective is to demonstrate the virtual desktop technology using three 

mobile platforms, a Windows (Microsoft Corporation, Redmond, Washington) tablet, Apple IOS (Apple 

Incorporated, Cupertino, California) and Android (Google Incorporated, Mountain View, California) 

devices using the server based VMware Horizon view. The second phase would be to demonstrate the 

ability to use mobile devices to connect from the internet public zone using a secure identification (ID) or 

personal identity verification (PIV) card. 

Approach 

The Information Services (Code MI) approach was to: 

 Purchase extra mobile devices and install VMware View application on each device. 

 Install standalone VMware ESX host. 

 Install and configure VMware View using 60-day evaluation licenses. 

 Install and configure virtual desktop host for all testers (approximately 15–20 users). 

 Develop and execute a test plan. 
51 

 Move product to production, if the proof of concept is successful. 

Status 

The VDI demonstration was held on technology day, May 29, 2013. This demonstration was a big success; 

two half hour briefings were held, one at 10:30 am and one at 12:30 pm, each followed by a demonstration 

using the mobile assets connected to the VMware VDI infrastructure. The proof of concept phase is ongoing involving Information Services (Code MI) and Research and Engineering (Code R). 

Contact 

Joel Sasse, AFRC, Code MI, (661) 276-3583 

 
52 

Range Operations 

The Western Aeronautical Test Range (WATR) is a network of facilities used to support aerospace flight 

research and technology integration, space exploration concepts, airborne remote sensing and science 

missions, and operations of the International Space Station. This branch operates the telemetry tracking 

systems (fig. 1), space positioning systems, audio communication systems, video systems, mission control 

center, and mobile systems. 

 Photo courtesy: NASA/Robert Guere 

Figure 1. WATR supports, Edwards Air Force Base airspace, ground sites, and current aircraft. 

 
53 

Data Distribution Systems 

Summary 

The data distribution systems (fig. 1) link the Western Aeronautical Test Range (WATR) systems with 

internal and external support and/or user facilities in support of real-time mission data and monitoring. 

Capabilities include the WATR video center switching system; the Aeronautical Tracking Facility (ATF)-1 

data processing rack, which provides a direct data link to Goddard Space Flight Center (GSFC) (Greenbelt, 

Maryland); data quality monitoring; Viterbi 1/3 and 1/2 rate decoding; and command uplink modulation 

processing. Other capabilities provided through the data distribution systems include data distribution 

patching and fiber infrastructure; a direct T-l link between Point Mugu Naval Air Station (now Naval Base 

Ventura County, Point Magu, California) and ATF-l for radar data transmission/reception; OC-3 fiber link 

between the Air Force Flight Test Center and the Dryden Flight Research Center (DFRC) (Edwards, 

California) for telemetry (TM), video, voice, and radar data distribution; National Technology Refresh 

(NTR) system; and a voice communication distribution system. The WATR group maintained the current 

capabilities and upgraded the distribution amplifiers. 

 

 

 ED13-0021-08 ED13-0021-09 

 

 ED13-0021-10 ED13-0021-07 

Figure 1. Data distribution racks.

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 
54 

Ground Voice Communications Systems 

Summary 

The ground communications system is supported by Quintron Systems, Inc. (Santa Maria, California) 

Digital Integrated Communications Electronics System (DICES) communications equipment (fig. 1), 

handling up to 512 circuits simultaneously. There are two DICES system (nodes) which drive alternate 

Mission Control Center (MCC) communications panels throughout the MCC for system redundancy. The 

DICES system has the ability to assign up to 24 circuits at each station. The ground communications 

network ties together all National Aeronautic and Space Administration (NASA) Western Aeronautical 

Test Range (WATR) facilities in support of local aeronautical research and space program missions. 

Additionally, the DICES system is connected to inter-center data and voice links at the Dryden Flight 

Research Center (DFRC) (Edwards, California) communications facility, allowing connectivity to Goddard 

Space Flight Center (GSFC) (Greenbelt, Maryland), Johnson Space Center (JSC) (Houston, Texas), and 

Langley Research Center (LaRC) (Hampton, Virginia). The communications building also hosts a digital 

mission audio recording system that can record up to 72 channels of audio, and reproduce it in an MP3 

format for quick user access. The communication group began engineering the requirements and 

development plans of the DICES Replacement System scheduled to be completed in 2015. 

 

 ED13-0021-06 

Figure 1. DICES communication panel. 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 

 
55 

Land Mobile Radio/Emergency Communications 

Summary 

The Dryden Flight Research Center (DFRC) (Edwards, California) Land Mobile Radio (LMR) and 

Emergency Communication Center (ECC) group was established this year within The Mission Information 

and Test Systems Directorate (Code M). The LMR will maintain and operate the mobile communication 

systems for DFRC, supporting handheld, fixed, and vehicle radios. The ECC communication supports the 

Center Disaster Response Team within Protective Services (Code J) and then provides the Dryden 

Emergency Operation Center (figs. 1–3) with communication links to other National Aeronautics and Space 

Administration (NASA) centers, emergency command centers, and/or disaster and rescue organizations. 

 Photo courtesy: NASA/Bill McMullen 

Figure 1. The Dryden Emergency Operation Center. 
56 

 Photo courtesy: NASA/Bill McMullen

Figure 2. Interior of Dryden Emergency Operations Center. 

 

 Photo courtesy: NASA/Bill McMullen 

Figure 3. Exterior of Dryden Emergency Operations Center. 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 
57 

Legacy Range Safety Ground Systems 

Summary 

Range Safety Officers monitor flight-critical data as well as time-space positioning data. The command 

transmitter systems (CTS) (fig. 1) along with the command panels located in the control room are used for 

flight termination of errant vehicles. 

The Range Safety Ground Systems consist of two pairs of transmitters with multiple command panels for 

activation; Global Real-Time Interactive Map (GRIM) for situational awareness; legacy and backup support 

Enhanced Flight Termination System (EFTS) capability; and dual sites for dual mission support 

requirements. 

Improvements and upgrades in Fiscal Year 2012/2013 included the completion of the EFTS install (Phase 

1) operational support for the Air Force Test Center (AFTC) and Western Aeronautical Test Range 

(WATR) EFTS Control Center system (fig. 2). 

 Photo courtesy: NASA/Robert Guere

 

Figure 1. Flight Termination System (FTS)/backup EFTS control building. 
58 

 Photo courtesy: NASA/Robert Guere

Figure 2. EFTS Control Center.

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 

 
59 

Real-Time Data Processing/Monitoring Systems 

Summary 

Data are acquired and merged from multiple sources in various formats to a single, time-correlated, 

composite stream for processing, distribution, real-time display, and storage archival (fig. 1). Segments of 

post-mission data are immediately available on portable media. Post-flight radar data are provided in the 

appropriate engineering parameters. The mobile operations system can process and display data onsite, or 

reformat data and transmit it to a customer's facility. 

The Western Aeronautical Test Range (WATR) Mission Control Center (MCC) (fig. 2) provides real-time 

mission operations for test conductors, research engineers, range safety, and other project personnel. The 

MCC is used for monitoring of data for flight safety and mission success with data analysis for in- flight 

test point clearance. 

The real-time data processing/monitoring systems include the following capabilities: 

• Capable of up to 6 Pulse Code Modulation (PCM) and custom data streams. 

• Capable of up to 3,000,000 samples per second of data. 

• Handles both telemetry and radar data. 

• Capable of six telemetry streams from 1 to 30 Mbps each. 

• Accommodates complex user computational models. 

• Provides data archival. 

The following improvements and upgrades were noted in Fiscal Year 2011: 

• WATR Integrated Next Generation System (WINGS) Cache Data Server (CDS) Replacement. 

• Mission Control room video upgrades to high definition video wall. 

• Upgraded the Digital Integrated Communications Electronics System (DICES) development and 

engineering work. 

 ED07-0093-07 

Figure 1. Telemetry Radar Acquisition Processing System (TRAPS) 2.62. 
60 

 Photo courtesy: NASA/Robert Guere

Figure 2. Mission Control Center 2. 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 

 
61 

RF Communications Systems 

Summary 

The Western Aeronautical Test Range (WATR) radio frequency (RF) communications system provides the 

user with a full spectrum of air-to-ground frequency alternatives, to include the HF, VHF, and UHF bands 

in both AM and FM modulation formats. Users can access the various transceivers using the Digital 

Integrated Communications Electronics System (DICES) communications panels at any given mission 

control center (MCC) location. Typically, the MCC has a standard communication panel configuration, 

giving the user access to five UHF transceivers, two VHF transceivers, and one HF transceiver. Typically, 

the VHF radios are on omni-directional antennas that operate in the 116 MHz to 152 MHz frequency band. 

Directional Yagi antennas, operating in the frequency range of 121 MHz to 135 MHz, can be configured 

for use when greater performance gain is required. The ATF-2 EFTS and mission radios (fig. 1) supports 

Edwards Air Force base and Dryden Flight Research Center (Edwards, California) unmanned Aerial vehicle 

(UAV) requirements. 

The UHF radios (fig. 1) are normally configured on omni-directional antennas, and operate in the frequency 

range of 225 MHz to 399 MHz. The standard UHF radio RF power output is 20 watts. However, a longrange UHF system, comprising of a pre-amplifier, external 100-watt power amplifier, and the choice of a 

high-gain omni-directional antenna or directional tracking (parabolic) antenna is available. An HF 

transceiver is offered, and is configured to a steerable high-gain log periodic (LP) antenna, operating in the 

2 to 30 MHz band, with a transmit output power of 1000 watts. The communications facility has also 

incorporated two wideband radio systems, operating on any frequency between 2 MHz to 1000 MHz, with 

AM or FM modulations available, and up to 250 watts of transmit power. Lastly, the communications 

facility (fig. 2) has integrated four VHF, 500 watt FM transceiver systems used in support of the 

International Space Station (ISS). 

The retractable 80-foot steel tower systems supporting Encrypted Flight Termination systems (EFTS) and 

tone based system now supports mission UHF and VHF communications. The Flight Termination systems 

(FTS) within the FTS building and the towers provide the FTS capability to DFRC and Edwards Air Force 

base. 

 Photo courtesy: NASA/Bob Guere

Figure 1. EFTS support facility.
62 

 Photo courtesy: NASA/Bill McMullen 

Figure 2. Communications facility. 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 

 
63 

Telemetry Systems 

Summary 

The Western Aeronautical Test Range (WATR) system supports downlink telemetry data and aircraft airto-ground video. The system provides command uplink for unmanned aerial vehicles (UAVs), remotely 

piloted vehicles (RPVs), and piloted vehicles. The WATR also supports low earth orbit (LEO) vehicles for 

data acquisition, uplink commands, voice and video to Dryden Flight Research Center (DFRC) (Edwards, 

California) control rooms and other National Aeronautics and Space Administration (NASA) mission 

command centers. The WATR telemetry tracking systems consist of multiple fixed antennas and available 

mobile systems (downlinked telemetry and video signals in C-, L-, and S-bands; uplinked commands in 

either L- or S- bands; horizon-to-horizon target tracking; and full on-orbit capability certification 

(downlinked telemetry may be received in either analog or digital format). Capabilities include two 

operational 7-meter fixed C-, L-, and S-band tracking stations and one operational 3.7-meter fixed C-, L-, 

and S-band tracking station (both stations are able to provide support in winds up to 55 mph). 

The WATR Telemetry group achieved the following upgrades and improvements: Mobile Operation 

Telemetry Van replacement (fig. 1). Twelve-month effort to modify, install racks and equipment, install 

antenna systems on retractable platform (figs. 2 and 3), and transition the system back into operations. 

 Photo courtesy: NASA/Bill McMullen 

Figure 1. MOF-1 Telemetry Support Trailer.
64 

 Photo courtesy: NASA/Bill McMullen

Figure 2. Multiple Frequency Tracking System (MFTS). 

 Photo courtesy: NASA/Robert Guere

Figure 3. Triplex. 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 

 
65 

Time Space Position Information Systems 

Summary 

The two high-accuracy C-band instrumentation radars (fig. 1) provide time space positioning information 

(TSPI) of research aircraft and low earth orbiting spacecraft to the mission control center. The targets can 

be tracked out to 3,000 nautical miles with accuracies to 0.0006 degrees in angle and 30 feet in range. The 

radar antennas have the capability to accept acquisition data in various formats, record the data onsite, and 

provide post-flight radar data in engineering parameters. The radars provide coverage for the National 

Aeronautics and Space Administration (NASA) and the Air Force Test Center (AFTC) (Edwards, 

California) customer base. 

The Differential Global Positioning Satellite (DGPS) ground station (fig. 2) can up-link error corrections 

to research vehicles. Downlinked GPS embedded in the aircraft telemetry signal can provide positioning 

information to ground controllers. 

Federal Aviation Administration (FAA) radar surveillance data is provided by way of the AFTC and is also 

available in the mission control center. Capability improvements and upgrades included depot level 

maintenance, which was completed fiscal year 2011. 

 Photo courtesy: NASA/Bill McMullen 

Figure 1. Radar 34 and 38. 
66 

 ED13-0021-05 

Figure 2. DGPS Station. 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 

 
67 

Video Systems 

Summary 

Numerous fixed and mobile camera systems are used to acquire mission video for flight monitoring and 

safety concerns in the Mission Control Center (MCC). Within these systems, one long-range optics (LRO), 

broadcast-quality, high-definition (HD) and infrared tracking optical system is included. This platform 

provides both day and night coverage of the local airspace. This system is mounted on a first of its kind 

Kineto Tracking Mount (KTM) (L-3 Communications Holdings Incorporated, New York City, New York) 

tracking pedestal, using a fiber optic rotary joint to transport broadcast-quality HD video over 2 km to the 

Video Control Center (VCC) (fig. 1). Several other standard HD camera systems provide close-up coverage 

of flight line, ramp, and runway areas during a mission. Mission video is routed to the MCC, and other 

desired locations, by the use of a digital video switcher. Mobile video vans (fig. 2) cover remote locations 

and relay live-action imagery via a ground video van utilizing C-band Telemetry (TM) uplink to the WATR 

telemetry antennas or through a local microwave system for video coverage to the MCC. Downlink video 

from research or chase aircraft can be received in C-, L-, or S-band frequencies from the telemetry systems 

and is also available for display into the MCC. 

The VCC records and distributes both standard definition analog and HD video via a 208 x 256 Phillips 

(Eindhoven, The Netherlands) router and a 64 x 64 HD router. Video can be recorded on a variety of formats 

to include Beta Superior Performance, D2 digital (slow motion viewing), DVD, and HD recorders. All 

recorded video is available to the end user, copies are archived for a period of 30 days in VCC, then 

transferred to a long term controlled storage center. 

The Western Aeronautical Test Range (WATR) group continues to provide advanced range video 

capabilities to the Air Force Test Center (AFTC) with Long Range Optics (LRO) (fig. 3), infrared (IR), and 

ramp HD video. Upgrades were deployed within the third floor foyer and additional HD mission video 

displays were installed in the MCC areas. 

 ED13-0021001 

Figure 1. Video Control Center (VCC). 
68 

 Photo courtesy: NASA/Bill McMullen 

Figure 2. Mobile video vans. 

 Photo courtesy: NASA/Bill McMullen 

Figure 3. Long Range Optics (LRO). 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 

 
69 

WATR Mobile Operations Facility Systems 

Summary 

The Western Aeronautical Test Range (WATR) Mobile Operations Center (fig. 1) provides diverse support 

capabilities and systems. The WATR mobile systems are available for rapid deployment to a specified user 

location on short notice. These systems provide air to ground communication, telemetry downlink video, 

and telemetry downlink data. Uplink commands in support of end user test missions outside local airspace 

boundaries or inside the local support areas where fixed WATR assists are not available. 

The WATR mobile operational facilities included the following capabilities: 

• 35-ft semi-trailer (fig. 2) equipped with 6-ft telemetry antenna (L-band uplink, L/S-band receiver), 

Differential Global Positioning System (DGPS), UHF/VHF air-to-ground communications and 

intercom systems. Two 4-foot trailer-mounted telemetry (TM) antennas (fig. 3) and one suitcase 

deployable 4-foot antenna with (L-band uplink, L/S-band receiver). 

• Several end user convenience trailers. 

• Trailer mounted generators 

• Hosted mobile real-time support sites with power and fiber connections. 

• End user work areas and short term storage. 

The following improvements and upgrades were noted in fiscal year 2012 and 2013: 

• Increased the WATR Mobile Operations Center capabilities for project build-up, deployment to 

include real-time mission support, with communications and fiber connection points. 

• Increased interface capabilities (fiber/copper) in support of Air Force Test Center (AFTC) mission 

support and requirements. 

 Photo courtesy: NASA/Bill McMullen 

Figure 1. Mobile Systems Operations Center. 
70 

 Photo courtesy: NASA/Bill McMullen 

Figure 2. Mobile Telemetry Support Trailer. 

 Photo courtesy: NASA/Bill McMullen 

Figure 3. Mobile Suite Case Telemetry Systems. 

Contacts 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 
71 

Western Aeronautical Test Range (WATR) Operational Test

Summary 

The mission of the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center 

(DFRC) (Edwards, California) Western Aeronautical Test Range (WATR) is to support NASA and 

Edwards Air Force Base flight operations within the Edwards 2508 Range Complexes and NASA low 

Earth-orbiting spacecraft when required for data drops and or time space positioning information (TSPI) 

data. WATR supplies a comprehensive set of resources for the control and monitoring of flight activities, 

real-time data acquisition and reduction, and effective air-to-ground communication to control room 

engineers and aircraft ground crews (fig. 1). 

Two high-accuracy C-band radar tracking systems provide TSPI data from NASA research aircraft and 

space orbiting targets to NASA control rooms, and/or other NASA centers. Fixed and mobile telemetry 

antennas receive real-time data and video signals from the research vehicles, and relay this data to telemetry 

processing areas providing test vehicle flight data to test conductors and flight engineers. Air to ground 

audio communications and communication networks support research operations within the 2508 Range 

Complex for NASA/Edwards Air Force Base flight support and other linked test centers throughout the 

contiguous United States. 

Figure 1. Real-time support configuration options. 

Contact 

Tracy Ackeret, AFRC, Code MR, (661) 276-2741 
72 

Consolidated Information Technology Center (CITC) 

The Consolidated Information Technology Center (CITC) provides a secure environment for all of the 

Dryden Flight Research Center (DFRC) (Edwards, California) consolidated information technology (IT) 

services. The CITC was designed to lower operating costs, conserve energy and water, be safer and healthier 

for occupants, and reduce greenhouse gas emissions. 

Dryden combined several smaller data centers into the new CITC. This consolidation has already improved 

the overall reliability of IT service delivery to DFRC customers, having met 100 percent of the uptime 

metrics in its first year of operation. This energy-efficient Tier III infrastructure has allowed the DFRC to 

reduce IT operations and maintenance costs while delivering increased value to the DFRC community. 

Being a Tier III facility, maintenance on electrical and heating, ventilation, and air conditioning (HVAC) 

equipment can occur without requiring any shutdown of data center computing. Half of the uninterrupted 

power supplies and HVAC systems supporting the data center can be shut down completely for 

maintenance, with the data center continuing to operate at full capacity. With this redundant power and 

cooling, should a one-component failure occur, it will not impact IT service delivery. 

 

The new state-of-the-art facility meets current and anticipated future IT requirements. The building 

provides energy conservation, recycling, and water efficiency, as well as making the DFRC flight research 

mission more sustainable by reducing long-term costs of facility operation, minimizing natural environment 

impacts, and designing work spaces to maximize productivity. This DFRC facility is a certified silver 

building, a second of four tiers used to describe new Leadership in Energy and Environmental Design, or 

LEED buildings, as designated by the U.S. Green Building Council. 

The CITC is the first green building to be constructed at DFRC. The new building consists of steel-frame, 

concrete masonry construction, with aluminum and glass wall elements, and perforated metal overhangs. 

The new facility is in line with Agency-wide goals to consolidate IT resources and building more 

environmentally sound buildings. The new information technology center is a model for National 

Aeronautics and Space Administration (NASA) data centers of the future. 

Communication Services 

•Network (wired and wireless networks, remote Access (VPN), Video over IP, video portal) 

•Firewall management 

•Cable plant 

•Voice (telephones; VoIP, secure phones, analog phones) 

•Land mobile radio (LMR) 

•Overhead paging 

•E911/CER-Center Emergency Response 

End User Services 

•Computers (PC/Mac/Linux desktop and laptops) 

•Mobile devices (cell phones, smartphones, tablets, air-cards/MiFi mobile hot spots) 

•Printers (network printers, multi-function devices) 

•Other (ACES product catalog, loaner pool, web conferencing, home use software) 

Direct Mission Support 

•IT systems engineering (IT consulting, IT solutions architects, system security plan support) 

•DFRC local service desk 
73 

Multimedia Services 

•Photography (in flight and standard, production, archive) 

•Graphics 

•Video (in flight, production, conference room A/V design, archive) 

•Reproduction (quick copy services) 

•Web team and web designers 

Data Center Services 

•Hosting (computing services, data storage, virtual machines) 

•Housing (Tier 3 center, rack space, cooling, power) 

•Value–added services (system administration, lab and engineering seat management, data management 

and delivery—flight data) 

Application Services 

•Application development 

•Content management 

•Application administration 

Security Services 

•IT security policy 

•Assessment and authorizations (security plan management, A&A scheduling and coordination) 

•Identity, credential, and access management (NAMS workflow development) 

•Monitoring (intrusion detection, incident response) 

•Threat vulnerability (vulnerability scanning, patch management) 

Contact Information 

Lawrence Freudinger 

Chief Information Officer 

Office of the CIO 

Armstrong Flight Research Center 

661-276-3542 

E-mail: lawrence.c.freudinger@nasa.gov 

 
74 

Research Aircraft Integration Facility (RAIF) 

The Research Aircraft Integration Facility (RAIF) is part of the Aeronautics Test Program (ATP), which 

ensures that wind tunnels, air-breathing propulsion test facilities, and flight operations services at the 

National Aeronautics and Space Administration (NASA) are available to government, corporations, and 

institutions. 

The NASA Dryden Flight Research Center (DFRC) (Edwards, California) RAIF provides the ability to 

seamlessly integrate simulation and vehicle systems under one roof. This one-of-a kind facility can 

simultaneously support a wide variety of advanced, highly integrated aerospace vehicles through all phases 

of a research program, from conceptual design to flight. 

The RAIF offers high-fidelity six degree of freedom, batch, and real-time flight simulation capabilities. The 

facility provides support for system integration and closed-loop verification and validation testing of 

components, systems, and entire vehicles. Also available are complete aircraft ground-support services, 

including all electrical, hydraulic, and cooling-air systems required for vehicle-system integration, 

functional checks, and routine aircraft maintenance. 

Facility Benefits 

• Provides research teams with the means to conduct efficient, thorough testing of advanced, highly 

integrated research vehicles. 

• Provides configurable systems for all facets of a research program including simulation software, 

hardware, and direct vehicle support infrastructure. 

• Provides scalable systems for: 

− Evaluation of design concepts, 

− Piloted or vehicle-and hardware-in-the-loop operations 

− Combined systems testing, 

− System integration and full mission support, 

− Control-room training, mission planning, and data analysis. 

• Can be configured to accommodate up to 11 simulation laboratories. 

• Can be tailored to support varying access and security requirements within each lab. 

• Offers audio, video, and data connectivity to any of the six facility hangar bays as well as to the DFRC 

Mission Control Center. 

Facility Applications 

The RAIF has been a critical asset for the successful implementation of some of the nation’s most 

revolutionary and valuable research efforts. These efforts supported a variety of research vehicles that cover 

subsonic through hypersonic flight regimes, including X–43A(Hyper-X), F–18, F–15, and C–17 aircraft. 

Data Acquisition and Processing 

• Simulation software capabilities include: 

− High-fidelity, 6-DOF simulation packages, 

− Software simulation package supports both real-time (human-in-the-loop and hardware-in-theloop) and non-real-time (desktop) operations, 

− Common, configurable software supporting multiple projects, 

− Multiple operating system platforms (Solaris and Linux), 

− Support multiple programming languages (FORTRAN, C, C++,Java, and Ada), 

−Multiview out-the-window graphics with heads-up displays (HUD) and articulated threedimensional models of flight vehicles, 

− Operable by one person. 
75 

• Simulation hardware capabilities include: 

− Dedicated or configurable fixed-base engineering simulation cockpits, 

− Configurable hardware interface units for vehicle-systems integration testing, 

− Common configurable hardware to support multiple projects, 

− Configurable Simulation Electric Stick (SES) and rudder pedal systems, 

− Configurable Cockpit Interface Unit (CIU), 

− Flight hardware interface capability (MIL–STD–1553, ARINC 429, and analog and discrete 

signals). 

Characteristics 

• Test bays 1, 2, and 3 provide over 30,000 square feet of hangar space. 

• The 225- by 135-ft hangar is accessible through a split 225- by 50-ft door. 

• Test bays 4 and 5 provide a total of 12,500 square feet of hangar space. 

• Test bay 6 is a single-vehicle bay providing 1000 square feet of hangar space that can be configured to 

support programs with more stringent security requirements. 

• Test bay data and communication connectivity to RAIF simulation labs and DFRC control rooms 

• Co-located vehicle maintenance support staffing 

• Co-located program and vehicle engineering and technician staff 

• Complete vehicle support systems (aircraft cooling, electrical power, and hydraulics) 

• Electrostatic Discharge Association (ESD) certified support labs 

Contact Information 

Gary V. Kellogg 

Chief, Simulation Engineering Branch 

Armstrong Flight Research Center 

661-276-3779 

E-mail: gary.v.kellogg@nasa.gov 

 
76 

Western Aeronautical Test Range (WATR) 

The Western Aeronautical Test Range (WATR) is part of the Aeronautics Test Program (ATP), which 

ensures that wind tunnels, air-breathing propulsion test facilities, and flight operations services at the 

National Aeronautics and Space Administration (NASA) are available to government, corporations, and 

institutions. The following information on the WATR is taken from: http://www.aeronautics. 

nasa.gov/atp/facilities/watr/M187017_watr_508.pdf (accessed February 11, 2013). 

The NASA Dryden Flight Research Center (DFRC) (Edwards, California) WATR supports aerospace flight 

research and technology integration, space exploration concepts, airborne remote sensing, and a wide 

variety of science missions. 

The WATR supplies a comprehensive set of resources for the control and monitoring of flight activities, 

real-time acquisition and reduction of research data, and effective communication of information to flight 

and ground crews. 

Facility Benefits 

•Precision radar provides time space positioning information (TSPI) on research vehicles, the 

International Space Station (ISS), and other targets, including satellites. 

•Fixed and mobile telemetry antennas receive real-time telemetry data and video, and have the capability 

to transmit uplink commands to research vehicles. 

•The processed data is displayed at the engineering stations in the mission control center and archived in a 

post-flight storage area. 

•Audio communication networks support aeronautics research and space operations in the WATR, 

covering a broad frequency spectrum for transmitting and receiving voice communications and flight 

termination signals for unmanned aerial vehicles. 

•Video monitoring provides real-time and recorded data for the control and safety of flight test missions. 

Facility Applications 

The WATR supports aerospace flight research and technology integration, space exploration concepts, 

airborne remote sensing and science missions, as well as the ISS operations. 

Characteristics 

WATR Mission Control Centers 

•26 test engineering stations in MCC1 and 19 in MCC2 including: 

− Communications (radio and intercom) panels. 

− Video monitors. 

− Weather data. 

− IRIG-B timing. 

− Specialized graphics displays. 

•Range and mission control, test operations, range safety and test director consoles provide critical 

analysis and display capabilities. 

The WATR mobile systems 

•Available for rapid deployment to a specified location on short notice. These systems provide: 

− Radio-frequency communication. 

− Video and telemetry-tracking support. 

− Telemetry tracking for test missions outside local airspace boundaries. 

− Uplink commands to research vehicles. 
77 

Data Acquisition and Processing 

Data is acquired and merged from multiple sources in various formats to a single, time-correlated, 

composite stream for processing, distribution, real-time display and storage archival. Segments of postmission data are immediately available on portable media. Post-flight radar data can also be provided if 

reverted. The mobile operations system can process and display data onsite, or reformat data and transmit 

it to a customer’s facility. 

Telemetry 

WATR telemetry tracking systems consist of: 

•Multiple fixed antennas and available mobile systems. 

− Downlinked telemetry and video signals in C-, L-, and S-bands. 

− Uplinked commands in either L- or S-bands. 

− Track targets from horizon to horizon. 

− Certified for full on-orbit capability. Downlinked telemetry may be received in either analog or 

digital format. 

Communications 

• Extensive Range Intercommunication system (DICES System) consisting of: 

− Over one hundred 24-channel communications panels. 

− Interconnects with commercial telephone systems. 

− Links to military ground-communication networks. 

− Links to multiple other NASA centers. 

− Extensive ground-based fiber optics. 

− Interface with the RF communications system. 

• Radio Frequency (RF) communications include: 

– More than 30 ultra-high-frequency (UHF) transceivers. 

– 3 UHF high gain Omni antennas. 

– 3 UHF parabolic dish directional antennas. 

− More than 10 very-high-frequency (VHF) transceivers. 

– 4 VHF high gain antennas. 

− 2 high frequency (HF) transceiver systems with high gain log antenna. 

− 2 broadband (100–1000 MHz, AM & FM) transceivers. 

• International Space Station (ISS) emergency communications system comprised of: 

− 2 ISS VHF FM transceivers. 

− 2 Soyuz VHF FM transceivers. 

− 6 VHF directional antennas. 

Flight Termination Systems 

• 4 UHF IRIG/ EFTS flight termination systems. 

− 4 FTS high gain Omni antennas. 

− 4 FTS high gain directional antennas. 

RADAR 

• Two high-accuracy, C-band instrumentation radars. 

•Track targets out to a distance of 3,000 nautical miles with accuracies to 0.0006 degrees in angle and 

30 feet in range. 

Video 

•Numerous fixed and mobile camera systems for flight monitoring, safety and mission control. 

•Long-range, broadcast-quality, high-definition optical system providing day and night (including 

infrared) coverage. 

•Coverage of the flight line, ramp areas, and runways. 
78 

•Mobile video vans 

− Capability to relay live-action imagery via microwave links. 

− Capability to relay live action imagery via ground video van C-Band TM uplink. 

− Downlinked video from research vehicles or chase aircraft can be received in C-, L-, or S-band 

frequencies. 

− Video recording is provided on Super VHS, Beta Superior Performance, DVD, and other highdefinition media. 

Contact Information 

Darryl Burkes 

DATR Project Manager 

Armstrong Flight Research Center 

661–276–2517 

E-mail: darryl.a.burkes@nasa.gov 

 
79 

NASA/Edwards Air Force Test Center Range Alliance 

The objective of the National Aeronautics and Space Administration (NASA)/Air Force Test Center 

(AFTC) memorandum of understanding (MOU), signed in 2003, was to develop and sustain a working 

alliance between the Air Force Flight Test Center (now Air Force Test Center), NASA Dryden Flight 

Research Center (DFRC) (Edwards, California), and the Air Force Research Laboratory, Propulsion 

Directorate (AFRL/PR), located at Edwards Air Force Base (AFB), while preserving the unique mission 

responsibilities and capabilities of the three organizations. The long-range vision is to provide a national 

flight research and flight test center to serve the national needs in the most cost-effective, competent, and 

timely manner possible. The purpose of the MOU is to establish and cultivate a trilateral, cooperative, 

beneficial working relationship between the AFTC, NASA/AFRC, and AFRL/PR in a mutual alliance 

operation at Edwards AFB to improve service, and lower cost to internal and external customers of all 

parties. 

The following are benefits of the alliance for fiscal year 2012 and fiscal year 2013: AFTC requirements for 

radar coverage, long range video support, high gain UFH/VHF radios for real-time flight operations were 

accomplished through the Range Alliance. The DFRC provides the only radar tracking capability at the 

Edwards Flight Test Range. Projects that required these assets were the Global Hawk (Block 40), Euro 

Hawk, X-47, Avenger, Multi-Platform Radar Technology Insertion Program (MP-RTIP), Airborne Laser 

Test Bed (ALTB), JSF, F-22, JSTARS and other small projects. A recurring cost avoidance for AFTC from 

not having to pay for operations and maintenance cost of a radar capability is $450,000 per year. 

There are several DFRC projects that have a requirement to analyze and display vehicle parameters in real 

time. DFRC was able to procure a site license through the alliance for a tool developed for the AFTC, the 

Interactive Analysis and Display System (IADS), at a substantially reduced cost. The DFRC realizes a 

recurring cost avoidance of $187,500 for the software maintenance and also in the reduction in staff that 

are not needed to develop and maintain an in-house application. DFRC has been using this tool substantially 

since fiscal year 2006 and anticipates continuous use. 

Through the alliance, the AFTC and DFRC developed the next generation flight termination system with 

the development of the Enhanced Flight Termination System (EFTS) digital encoder, monitor and 

encryption/decryption unit. The EFTS team is currently in the process of developing the final 

implementation of an EFTS capability that will support both the AFTC and DFRC for unmanned vehicle 

flight and research testing. The final capability is called the Advanced Command Destruct System (ACDS). 

The reduction of AFTC Range Safety Officer positions was made possible by close collaboration between 

the two Range Safety Offices of AFTC and DFRC. This Recurring cost avoidance for AFTC was $75,000 

in fiscal year 2012 and fiscal year 2013. 

 
80 

Table 1. NASA/AFTC Range Alliance. 

Project Aircraft type Operation 

type 

Air Force ABL Ground test/flights Telemetry support, range control, 

DICES, long-range optics, local flight 

A2508 data to 412th mission control 

rooms. (mission canceled) 

Air Force X-47 Ground test/flights Telemetry support, range control, 

DICES, long-range optics, local flight 

A2508 data to 412th mission control 

rooms. 

Air Force 757 Test flight F-22 Avionics test bed, N757A, Air 

Force Plant 42, Palmdale, California, 5 

flights, radar TSPI support, Plant 42 

over Edwards A2508 air space. 

Air Force A-10 Test flight Range control, dual radar TSPI 

support, communication nets, local 

flight within A2508. 

Air Force B-1 Ground test Long range optics, ramp camera 17, 

low speed/ high speed runway, 

upgraded brake system functional 

testing. 

Air Force B-2 Test flight Telemetry support, range control, 

DICES, long-range optics, local flight 

A2508 data to 412th mission control 

rooms. (mission canceled) 

Air Force F-15 Test flight Radar support, range control, 

communication nets, long-range 

optics, local flight, taxi, takeoff and 

landing. 

Air Force F-16 Test flight Telemetry support, range control, 

DICES, long-range optics, local flight 

A2508 data to 412th mission control 

rooms. (5 missions supported) 

Air Force F-22 Test flight Radar data enhancement system 

(Radar), range control, communication 

nets, Navy Sea Range Radar data to 

412th Mission Control rooms. (5 

missions supported) 

Air Force F-35 Test flight Long range optics, ramp cameras, taxi 

takeoff, landing video support to 412th 

mission control rooms. (8 missions 

supported) 

 
81 

Table 1. Continued. 

Air Force JSTARS Flight Radar, RF communication, 

communication nets, MOF 4 mobile 

telemetry, range control, A2508 

flights, navy radar jamming test. (2 

missions supported) 

Air Force SpaceShip 2 Flight Range control, radar, RF 

communication, communication nets, 

long range optics, video to 412th 

mission rooms, radar tacking to low 

earth orbit, civilian aircraft. (2 

missions supported) 

Air Force GH 

CTF 

Global 

Hawk 

Test flight Range control, radar, RF 

communication, communication nets, 

long-range optics, video to 412th 

Mission rooms, radar tacking, local 

flights and off range deployment. 

BWB X-48 Experimental unmanned 

aerial vehicle (UAV) for 

investigation into the 

characteristics of blended 

wing body (BWB) 

aircraft, a type of flying 

wing. 

Range control, receiver rack, 

telemetry, RF communication, 

enhanced flight termination, longrange optics, ramp cams, TV vans. (39 

flights 7 ground test) 

CISBoomDA F-18 Sonic boom reduction 

testing. 

Range control, TRAPS, mission 

control room, dGPS, radar, telemetry, 

RF communication, long-range optics, 

ramp cams. 

Dream 

Chaser 

Dream 

Chaser 

Access to space vehicle 

62 missions supported 

Range control, duel TRAPS, mission 

control room, range safety, radar, RF 

communication telemetry, FTS, EFTS, 

long range optics, ramp cams. 

FaINT F-18 Low-supersonic, highaltitude flight profiles 

during the Farfield 

Investigation of no boom 

threshold. 

Range control, TRAPS, mission 

control room, dGPS, radar, telemetry, 

RF communication, long-range optics, 

ramp cams. (24 mission supported) 

FAST F-18 Full Scale Advanced 

Systems Testbed (FAST) 

reducing fuel 

consumption during cruise 

flight conditions. 

Range control, TRAPS, mission 

control room, dGPS, radar, telemetry, 

RF communication, long-range optics, 

ramp cams. (16 missions supported) 

GASPS F-15 Images of supersonic 

shockwaves emanating 

from aircraft. 

Range control, dGPS. (2 missions 

supported) 

 
82 

Table 1. Continued. 

G-III No A/C type Gulfstream (G-III) 

business jet, modified and 

instrumented as a multirole cooperative research 

testbed, flight research 

experiments. 

Range control, TRAPS, RF 

communication nets. (3 missions 

supported) 

G-III ACTE G-III Advanced flexible 

trailing-edge wing flaps to 

improve aircraft 

aerodynamic efficiency 

and reduce airport-area 

noise. 

Range control, TRAPS, mission 

control room, dGPS, radar, telemetry, 

RF communication, long-range optics, 

ramp cams. (22 missions supported) 

G-III SCRAT G-III SubsoniC Research 

Aircraft Testbed, or 

SCRAT 

Range control, TRAPS, mission 

control room, dGPS, radar, telemetry, 

RF communication, long, video 

distribution. (16 missions supported) 

Global Hawk Global 

Hawk 

Airborne science platform 

within the Earth science 

division, supports science 

and advance the use of 

satellite data. 

Range control, radar, RF 

communication long-range optics, 

video distribution. (26 missions 

supported) 

Ikhana Ikhana Remotely piloted General 

Atomics Predator B 

aircraft, serves as an 

aeronautical research 

aircraft to the Earth 

sciences community. 

Range control, WYE 122. (28 mission 

supported) 

ISS Space 

vehicle 

International Space 

Station or a habitable 

artificial satellite in lowEarth orbit, a modular 

structure launched in 

1998. 

Rang control, radar, communication 

nets. (12 missions supported) 

LVAC F-18 Launch Vehicle Adaptive 

Control F-18 experiment, 

Adaptive Augmenting 

Controller for Space 

Launch Systems. 

Range control, TRAPS. (42 missions 

supported) 

MUTT X-56A The Multi-Use 

Technology Testbed, is a 

small unmanned aircraft 

test technologies for 

lightweight, flexible 

aircraft. 

Range control, TRAPS, range safety, 

telemetry, RF communication, FTS, 

long range optics, video distribution. 

(66 missions supported) 

 
83 

Table 1. Concluded. 

PEYE Phantom 

Eye 

Boeing Phantom Eye is a 

high altitude, long 

endurance (HALE) 

unmanned aerial vehicle 

liquid hydrogen-powered 

aircraft. 

Range control, duel TRAPS, mission 

control room, range safety, radar, RF 

communication telemetry, EFTS, longrange optics, ramp cams. (37 missions 

supported) 

SBLT2 F-15 Supersonic Boundary 

Layer Transition research 

flights on the NASA 

Dryden F-15B Research 

Testbed aircraft 

Range control, TRAPS, dGPS, mission 

control room, radar, RF 

communication telemetry, long-range 

optics, ramp cams, video distribution. 

(57 missions supported) 

SOFIA 747 Stratospheric Observatory 

for Infrared Astronomy 

(SOFIA) is a joint project 

of NASA and the German 

Aerospace Center (DLR) 

to construct and maintain 

an airborne observatory. 

Range control, dGPS, communication 

nets. (33 missions supported) 

Contact Information 

Darryl Burkes 

Armstrong Flight Research Center 

661–276–2517 

E-mail: darryl.a.burkes@nasa.gov 

 
84 

2012-2013 Awards, Recognition, and Conference Papers 

NASA Medals, 2012 

Exceptional Service Medal (ESM) 

Dennis daCruz 

Exceptional Engineering Achievement Medal (EEAM) 

Robert Downing 

Early Career Achievement Medal (ECAM) 

Michael Hill 

Exceptional Achievement Medal (EAM) 

Russell Leonardo 

Exceptional Service Medal (ESM) 

Joseph Lopko 

Exceptional Engineering Achievement Medal (EEAM) 

Michael Yettaw 

NASA Medals, 2013 

Exceptional Engineering Achievement Medal (EEAM) 

Russell James 

Exceptional Achievement Medal (EAM) 

Michael Nesel 

Exceptional Engineering Achievement Medal (EEAM) 

Benjamin Pearson 

Early Career Achievement Medal (ECAM) 

David Spivey 

NASA Medal, Group Achievement Awards, 2012 

DFRC Critical Chain Project Management Core Team 

Sonja Belcher, Darryl Burkes, Ken Norlin, Desiree Sylvia 

DFRC Shuttle Communications and Outreach Team 

Jaimie Baccus, Tim Burt, Dennis Calaba, Monroe Conner, David Faust, Tim Fisher, Al Guajardo, Monica 

Hoffman, Todd Kunkel, Tony Landis, Angela Lasley, Robert Law, Marcos Lopez, Lori Losey, Justine 

Mack, Charlie Neptune, Steve Parcel, Lincoln Pardue, Tim Peters, Theresia Pettit, Hector Rodriguez, James 

Ross, Jim Round, Brian Soukup, Greg Strombo, Carla Thomas, Tom Tschida, Mary Whelan, Donna White 

Mars Science Laboratory DFRC Team 

Tracy Ackeret, Sonja Belcher, Lori Losey, James Pavlicek, Emily Peterson, Marlin Pickett, Jeffrey Ray, 

Jim Ross, Barbara Salisbury, Carla Thomas 

Space Shuttle Operations, Landing, and Post-Flight Support Team 

Jason Abueg, Tracy Ackeret, Jon Batchelor, Rich Batchelor, Jovany Bautista, Gregg Bergman, Doug 

Boston, Kevin Bryant, Daniel Burgdorf, Tim Burt, Jennifer Campbell, Richard Chambers, Richard 

Courtois, Anne Crowell, Ryan Daily, Kevin Dolber, Rick Dykstra, Andrew Fortunato, Al Guajardo, Robert 

Guere, Joe Innis, David Jones, Robert Jones, Marcos Lopez, Lori Losey, Samantha McGovern, Bill 

McMullen, Tim Miller, Stacey Hendy, Antonio Moreno, James Pavlicek, Emily Peterson, Robert Racicot, 

Pat Ray, Brady Rennie, Hector Rodriguez, Richard Rood, James Ross, Jack Sheldon, Greg Strombo, Leigh 
85 

Ann Szymczak, Carla Thomas, Guy Thomas, Justin Thomas, Jesse Vazquez, Miguel Vigil, Mike Webb, 

Jennifer Yasumoto, Michael Yettaw 

The Sonic Boom Team 

Tracy Ackeret, Marlin Pickett 

NICS Communications Contract Transition Team 

NASA Medal, Group Achievement Awards, 2013 

Dryden Shuttle Delivery, Media and Family Day Team 

Jason Abueg, Tracy Ackeret, Stephanie Allison, Haig Arakelian, Jaimie Baccus, Richard Batchelor, Jovany 

Bautista, Sonja Belcher, Gregg Bergman, Doug Boston, Zach Bowen, Daniel Burgdorf, Tim Burt, Dennis 

Calaba, Richard Chambers, Greg Coggins, Monroe Conner, Dawn daCruz, Dennis daCruz, Ryan Daily, 

Rick Dykstra, David Faust, Tim Fisher, Andrew Fortunato, Doug Garvin, Yvonne Gibbs, Al Guajardo, 

Denise Harris, Jaime Herrera, Elizabeth Higgins, Perry Hogan, Joe Innis, Robert Jones, Todd Kunkel, 

Robert Law, Marcos Lopez, Lori Losey, Justine Mack, Gus Marmolejo, Frank Mazzeo, Samantha 

McGovern, Tim Miller, Antonio Moreno, Todd Mostyn, Jeff Nelms, Rodger Nelson, Charlie Neptune, 

Steve Parcel, Lincoln Pardue, Jorge Paredes, Tim Peters, Robert Racicot, Pat Ray, Brady Rennie, Hector 

Rodriguez, Jim Ross, Jim Round, Roberta Sherrard, Karla Shy, Steve Simison, Brian Soukup, Greg 

Strombo, Leigh Ann Szymczak, Carla Thomas, Guy Thomas, Justin Thomas, Tom Tschida, Steve Unander, 

Jesus Vazquez, Miguel Vigil, Michael Webb, Rich Wheaton, Mary Whelan, Donna White, Kim Yapching, 

Jennifer Yasumoto 

Global Hawk Support/ARC 

Carl Baccus 

NASA Letter of Appreciation

NICS Support of Endeavour Ferry Flight 

Dryden Peer Awards, 2012 

Mission Support: Information Technology 

Craig Sayler, Arcata 

Mission Support: Other Support Services 

Carla Thomas, Arcata 

Pride in NASA (PIN) Award 

Jack Sheldon, Arcata 

Technician/Mechanic 

Robert Novy, NASA 

Teamwork Award: Small Unmanned Aerial Vehicles Auto Ground Collision Avoidance 

System 

Gayle Patterson and Ben Pearson, NASA 

Unsung Hero Award 

Michael Nesel, NASA 

Dryden Peer Awards, 2013 

Create Your Own Award: The Good Samaritan 

Stacey Hendy, Arcata 
86 

Mission Support: Information Technology

Greg Coggins, NASA 

John Lockwood, SAIC 

Pride in NASA

Lincoln Pardue, SCSC 

Debbie Phillips, Arcata 

Teamwork Award 

Ikhana DB-110 Test Team 

Dan Burgdorf and Jesus Vazquez, Arcata; Russell James, Rich Rood, and Greg Strombo, NASA 

Unsung Hero 

Tracey Pardue, Arcata 

Arcata Associates Spot Awards 

Richard Batchelor, Jovany Bautista, Doug Boston, Daniel Burgdorf, Tim Burt, Anne Crowell, Richard 

Courtois, Ryan Daily, Rick Dykstra, Joe Fernandez, Andrew Fortunato, Al Guajardo, Shruti Iyer, Todd 

Kunkel, Marcos Lopez, Antonio Moreno, Kelly Perez, Tim Peters, Robert Racicot, Pat Ray, Brady Rennie, 

Barbara Salisbury, Steven Simison, Jesus Vazquez, Miguel Vigil, Keith Wesson, Jennifer Yasumoto 

Arcata Associates Certificates of Appreciation 

Jason Abueg, Jovany Bautista, Daniel Burgdorf, Kevin Dolber, Jules Ficke, Dalton Leach, Steve Parcel, 

Brady Rennie, Craig Sayler, John Wong 

Arcata Associates Customer Satisfaction Award 

Brandon Banks, Sonja Belcher, Zach Bowen, Tim Burt, Dennis Calaba, Greg Cole, Monroe Conner, Ben 

Delgado, Kevin Dolber, Gary Edwards, David Faust, Elizabeth Higgins, Randall Johnson, Todd Kunkel, 

Ryan Lazarony, Dalton Leach, Daniel Lehan, John Lockwood, Lori Losey, Justine Mack, Gus Marmolejo, 

Frank Mazzeo, Trevor McMahon, Ray New, Tustin Norris, Mariela Ortega, Steve Parcel, Tracey Pardue, 

Jorge Paredes, Tim Peters, Theresia Pettit, Debbie Phillips, John Pitre, Eric Rand, Brady Rennie, Jim 

Round, Barbara Salisbury, Joel Sasse, Craig Sayler, Steven Simison, Desiree Sylvia, Guy Thomas, Tom 

Tschida, Ken Ulbrich, Miguel Vigil, Joe Walters, Keith Wesson, Donna White, Jesse Zamarripa 

Customer Letters of Appreciation to Employees of Arcata Associates 

Jaimie Baccus, Travis Barnett, Rich Batchelor, Jovany Bautista, Sonja Belcher, Doug Boston, Daniel 

Burgdorf, Tim Burt, Jennifer Campbell, Rich Chambers, Monroe Conner, Ryan Daily, John Dandurand, 

Joe Fernandez, Tim Fisher, Andrew Fortunato, Doug Garvin, Al Guajardo, Denise Harris, Elizabeth 

Higgins, Joe Innis, Todd Kunkel, Rob Law, Marcos Lopez, Lori Losey, Gus Marmolejo, Frank Mazzeo, 

Tim Miller, Ray New, Steve Parcel, Kelly Perez, Tim Peters, Theresia Pettit, John Pitre, Robert Racicot, 

Pat Ray, Brady Rennie, Hector Rodriguez, James Ross, Jim Round, Craig Sayler, Steven Simison, Brian 

Soukup, Desiree Sylvia, Leigh Ann Szymczak, Carla Thomas, Tom Tschida, Ken Ulbrich, Jesus Vazquez, 

Mary Whelan, Donna White, Brenda Williams, Jennifer Yasumoto, Jesse Zamarripa 

SAIC Awards 

09/24/12 – Kudos from TMR (Rich Wheaton)–NICS staff for support during Shuttle Family Day 

NASA Letter of Appreciation–Support of Endeavour Ferry Flight: 

Haig Arakelian, Dawn daCruz, Jaime Herrera, Perry Hogan, Todd Mostyn, Rodger Nelson & Kim 

Yapching 
87 

Customer Recognition via email: 

Haig Arakelian, Carl Baccus, John Haenny, Jaime Herrera, Perry Hogan, John Lockwood, Bobby 

Montez, Todd Mostyn, Rodger Nelson 

11/13/12 – Peer Recognition via email from Leigh Ann Szymczak – NICS team for their support during 

the Gateway transition 

11/13/12 – Customer Recognition via email from CIL (Russell Leonardo) – NICS team for their support 

during the Gateway transition 

11/20/12 – NASA Group Achievement Award – Dawn daCruz for the NICS Communications Contract 

Transition Team 

04/24/13 – Recognition from SOFIA to deputy CIO (Ken Norlin) – Greg Cole and Jaime Herrera on their 

assistance with SOFIA flight operations 

08/22/13 – Customer Recognition via email from Denise Harris – NICS Network and Cable Plant teams 

for supporting SharePoint classes in the DLC 

Newspaper/Newsletter Articles 

Upgrades Increase Capabilities, July 2013 

http://www.nasa.gov/centers/dryden/news/X-Press/mcc_renovations.html#.Um6cLrZgN7Y 

News Releases 

NASA Dryden Hosts Mars Science Laboratory Exhibit, July 2012 

http://www.nasa.gov/centers/dryden/news/NewsReleases/2012/12-15.html#.Um6dsbZgN7Y 

NASA Hosts Social Media Event to Welcome Endeavour to California, August 2012 

http://www.nasa.gov/centers/dryden/news/NewsReleases/2012/12-22.html#.Um6ekLZgN7Y 

NASA'S SOFIA to Embark on New Cycle of Science Observations, August 2012 

http://www.nasa.gov/centers/dryden/news/NewsReleases/2012/12-24.html#.Um6eyrZgN7Y 

Conference Papers Published in 2012 

Monica Hoffman, Earl Allen, John Yount, and April Norcross, “Positional Awareness Map 3D (PAM3D),” 

ITC 12-10-02, presented at the International Telemetering Conference, San Diego, California, October 25-

28, 2012.