Flight Simulation

Year in Review

FY99
Foreword

Aviation Systems Research,

Technology, & Simulation Division

NASA Ames Research Center

Moffett Field, California 94035

10 December 1999

This document is the Fiscal Year

1999 Annual Performance Summary of

the NASA Ames Vertical Motion Simulation (VMS) Complex and the Crew

Vehicle Systems Research Facility

(CVSRF). It is intended to report to our

customers and management on the

more significant events of FY99. What

follows are an Executive Summary with

comments on future plans, the FY99

Simulation Schedule, a projection of

simulations to be performed in FY00,

performance summaries that report on

the simulation investigations conducted

during the year, and a summary of

Technology Upgrade Projects.
iv Aviation Systems Research, Technology, & Simulation Division

Acknowledgment

About the Cover

Front cover: The Vertical Motion Simulator plays a vital role in the ongoing development of the Space

Shuttle. The first experiment at the VMS simulated the Space Shuttle orbiter in 1981. Recently, the VMS

demonstrated its many years of contributions to the Shuttle program at the first annual Space Shuttle Development Conference, including a display of remote laboratory technology. (For more information, see pages

16, 20, and 34.)

Back cover: The Advanced Concepts Flight Simulator examined a system for improving the safety and

efficiency of airport surface operations in low visibility. This cockpit navigation and guidance system displays

taxi routes on both an electronic moving map and a head-up display. (For more information, see page 33.)

Special thanks to Tom Alderete, Dave Astill, Dave Carothers, Girish Chachad, William Chung, Ron Gerdes,

Scott Gilliland, Jennifer Goudey, Joe King, Scott Malsom, Julie Mikula, and Terry Rager for contributions

made to the production of this document.
Table of Contents

Foreword ............................................................................................................................. iii

Executive Summary ............................................................................................................ 2

FY99 Project Summaries.................................................................................................................. 6

FY99 Project Summaries.................................................................................................................. 7

FY00 VMS Simulation Projects....................................................................................................... 8

FY00 CVSRF Simulation Projects................................................................................................... 9

Vertical Motion Simulator Research Facility .................................................................. 11

Limited-Authority Stability and Control Augmentation System........................................... 12

Boeing B2, A3 ............................................................................................................................. 13

Simulation Fidelity Requirements 7........................................................................................ 14

Lockheed Martin CDA, 2, PWSC, 3........................................................................................ 15

Space Shuttle Vehicle 1............................................................................................................ 16

Civil Tiltrotor 8 SCAS......................................................................................................... 17........

Helicopter Maneuver Envelope Enhancement 6 .................................................................. 18

High-Speed Civil Transport Ames 8........................................................................................ 19

Space Shuttle Vehicle 2............................................................................................................ 20

Crew-Vehicle Systems Research Facility ....................................................................... 23

CTAS/FMS Data Link................................................................................................................ 24

Propulsion Controlled Aircraft Ultralite.................................................................................... 25

Balked Landings......................................................................................................................... 26

Cockpit Display of Traffic Information..................................................................................... 27

Fatigue Feedback...................................................................................................................... 28

Taxiway Navigation and Situation Awareness 2.................................................................... 29

FMS Departure Procedures..................................................................................................... 30

AATT Integrated Tools Study/Air-Ground Integration Experiment ..................................... 31

Technology Upgrade Projects ......................................................................................... 33

Virtual Laboratory....................................................................................................................... 34

Remote Development Environment ........................................................................................ 35

Rapid Integration Test Environment........................................................................................ 36

VMS Modernization................................................................................................................... 37

Flight Management System Upgrade ..................................................................................... 38

Martian Airplane Visualization.................................................................................................. 39

Navigational Database Upgrade............................................................................................. 40

Air Traffic Control Upgrade....................................................................................................... 41

CVSRF Year 2000 Compliance Upgrades ............................................................................. 42

Acronyms........................................................................................................................... 44

Appendix: Simulation Facilities ....................................................................................... 46
2 Aviation Systems Research, Technology, & Simulation Division

Executive Summary

This Annual Report addresses the major simulation accomplishments of the Aviation

Systems Research, Technology, and Simulation Division of the NASA Ames Research

Center. The simulation facilities, contained in two separate buildings at Ames and operated by this division, consist of the Crew-Vehicle Systems Research Facility (CVSRF)

and the Vertical Motion Simulation (VMS) Complex. The CVSRF is comprised of a FAA

certified Level D Boeing 747-400 simulator, the Advanced Concepts Flight Simulator

(ACFS), and an Air Traffic Control (ATC) Laboratory. The VMS Complex is comprised of

the Vertical Motion Simulator (VMS), five Interchangeable Cockpits (ICABs), and two

fixed-base simulation labs. A brief description of these facilities is included in the Appendix.

From a management perspective, Fiscal Year 1999 was dominated by several important events. First was NASA’s continuing efforts to move towards full-cost accounting.

This activity continues to lead SimLab to streamline and reduce facility operations costs.

Another event was the Center’s achievement of ISO 9001 Certification. SimLab, which

was independently certified in May 1998, began efforts towards joining the Center’s ISO

Certification in November of this year. A third significant event is a SimLab organizational

transition that is just beginning. In addition to changing the organization structure of

SimLab, the division will be renamed the Aviation Systems Division (AF). The final

management and operational change has been the transition to a new Performance

Based Contract. Logicon Information Systems & Services was awarded the contract last

year, began transition in December 1998, and assumed full service in January. This has

involved a significant learning effort by all of the SimLab staff as this new contract is taskorder based.

In addition to these activities, paramount to SimLab operations has been the continuing commitment to uncompromising excellence in the development and production of

efficient, high-fidelity, safe, real-time piloted flight simulations. SimLab has also continued

to aggressively modernize in order to maintain reliability, our competitive edge, and our

responsiveness to users’ needs. The staff places very high value on customer relations

and has successfully provided highly responsive, cost-effective, value-added simulation

support to all customers.

The purpose of this document is to briefly describe our accomplishments of the past

year. Its outline includes the Executive Summary, Simulation Schedule for FY99, Planned

Projects for FY00, VMS Project Summaries, CVSRF Project Summaries, and Technology

Upgrade Projects. The Project Summaries sections state the goal of each simulation and

present high-level results. Researchers and pilots from NASA and private industry are

identified as well as simulation engineers from the staff. The Technology Upgrade

Projects section reports changes made in order to keep our simulation facilities state-ofthe-art. Finally, a List of Acronyms is included for the reader’s convenience.

Notable accomplishments for FY99 include the following:

All simulation experiments conducted at Ames support significant research that is

responsive to the needs of the nation with a focus on applied aeronautics research.

Diversity, fidelity, and breadth of simulation distinguish the research projects conducted at

Ames, as can be seen by reviewing the Project Summaries sections of this report.

There were twenty-one major simulation experiments conducted in the flight simulation

laboratories in FY99.

Technology upgrade projects for the past year include:

Projects at the CVSRF automated the process of updating many records in the ACFS

navigational databases and upgraded the ACFS Flight Management System to support

advanced terminal approach procedures. A visual database was developed for envisioning an aircraft's flight through the Martian atmosphere. Finally, extensive Year 2000

preparation included an upgrade to the B747-400 simulator software, evaluation of two

candidate systems for upgrading the ATC Laboratory, and modernization of networking

equipment, computers, and operating systems throughout the facility.
Aviation Systems Research, Technology, & Simulation Division 3

A. David Jones

Associate Chief-Simulations

Aviation Systems Research, Technology, & Simulation Division

Several VMS upgrade projects were completed or reached major milestones. The

VMS Modernization project, which will ultimately increase the reliability and performance

of the VMS, continued progressing as the preliminary engineering study and the detailed

Maintenance Requirements Documentation phases were completed. Highlights of the

Virtual Laboratory project include the first deployment of a desktop client that allows

researchers to participate in VMS experiments from their own desktop computer systems,

and the highly successful deployment at the Space Shuttle Development Conference. A

new Remote Development Environment was developed and delivered that promises to

reduce the time and cost of developing research experiments at remote sites prior to full

VMS simulations. Also, a Rapid Integration Test Environment project developed and

implemented procedures and infrastructure to facilitate importing aeronautical data from

other research facilities into VMS simulations, enabling reduced aircraft development

cycle time and costs.

Some future plans:

All of the simulation facilities continue to be in high demand. There is a full list of

projects for FY00 that build on past research efforts and bring some new activities as

well.

VMS Plans a major upgrade, a Modernization Project, to convert from analog to digital,

the VMS drive power and controls. Hands-on work is scheduled to begin in FY02. The

goal for FY00 is completion of the design and planning phases. The VMS will upgrade its

host computer systems to meet increasing demands of our simulation customers. In turn,

the real-time executive program will be upgraded to support the newer versions of

OpenVMS run on the DEC Alpha systems we will acquire. The Video Switch will be

upgraded to handle ever increasing device and bandwidth requirements.

The CVSRF will continue to search for new and innovative ways to help researchers

study the interaction of the flight crew with the aircraft and flight environment. With an

upgrade to its host computer, the ACFS will join with the ATC Laboratory and 747-400

simulator with increased capability to connect to others such as the VMS, the FAA Tech

Center and the Future Flight Center. This interoperability with other world-class facilities

can foster multifaceted real-world simulations maximizing the utility of each simulator

while optimizing time and resources.

We will continue our tradition of supporting mainstream NASA and national aeronautical development programs, being second to none in state-of-the-art real-time simulation

and enabling technologies. Automated tools for simulation and modeling, improvements

in graphics and displays, and efficient computational environments are other continuing

efforts.

In addition, significant efforts continued in planning the VMS Modernization project

currently scheduled for FY02. The project will replace obsolete mechanical drives and

control equipment with state-of-the-art systems. When complete, the VMS will set the

standard for cost-effective, high-performance, reliable motion-base simulators.
8 '9 t c O 8 '9 voN 8 '9 ce D 9 '9 naJ 9 '9 beF 9 '9 r a M 9 '9 r pA 9 '9 ya M 9 '9 enuJ 9 '9 ly uJ 9 '9 guA 9 '9 t peS 9 '9 t c O

5 21 91 62 29 61 32 03741 12 82411 81 52 18 51 22 18 51 22 92521 91 62301 71 42 13741 12 82521 91 62 29 61 32 03631 02 72411 81 52

Simulation Experiments Branch

Aviation Systems Research,

Technology, & Simulation Division

Ames Research Center

FY99 Simulation Schedule

Simulation Facilities

VMS

Shift A

ICAB Fixed Base

Shift B

B747

ACFS

Shift A

Shift B

ATC

Aviation Systems Research, Technology, & Simulation Division 5 AATT NASA NASA CTAS/FMS Datalink GTMS T-NASA 2 NASA NASA CDTI Balked Landing AATT PCA Fatigue Feedback FMS NASA FAA NASA NASA NASA NASA

BOEING B2

LOCKHEED

SSV 1 SimFR 7 BOEING

 A3

HelMEE 6 HSCT A8 LOCKHEED LASCAS

NASA

Boeing NASA NASA, JSC, Rockwell NASA NASA Boeing NASA, Boeing, Honeywell NASA, Boeing Army, Hoh

NASA

CDTI

NASA

NASA

SimFR 7B

NASA

Army

CTR 8 SCAS

NASA, JSC,

Rockwell

SSV 2

NASA

SSV 2

LOCKHEED Dev.

LOCKHEED PWSC

NASA

BOEING B2

NASA

LOCKHEED

PWSC

CTR 8

SCAS

NASA

HelMEE 6

NASA

BOEING B3

NASA

Boeing

HSCT A8

NASA

T-NASA 2

NASA

NASA

CTAS/FMS Datalink

HSCT A8

SSV Conf.

NASA, JSC,

Rockwell

RITE TEST

NASA

SimFR 7B.HSR

HSCT A8

NASA

PWSC 2 CDA CDA 3
6 Aviation Systems Research, Technology, & Simulation Division

FY99 Project Summaries

VMS Flight Simulation Projects

1. Limited-Authority Stability and Control

Augmentation System (LASCAS)

Sept 24–28, Oct 5–30 (VMS)

Aircraft type: UH-60 Black Hawk helicopter

Purpose: To investigate a flight control system

designed to improve helicopter operations in degraded visual environments.

2. Boeing B2

3. Boeing A3

Oct 26–30, May 17–21 (FB);

Nov 2–20, May 24–June 11 (VMS)

Aircraft type: X-32 Joint Strike Fighter

Purpose: To support Boeing’s design and development of the X-32 and to advance NASA-sponsored

research.

4. Simulation Fidelity Requirements (SimFR) 7

Mar 15–Apr 9 (VMS)

Aircraft type: Generic helicopter and jet

Purpose: To confirm the fidelity criteria for roll-lateral

motion in simulation and to take data for investigating

pitch-longitudinal motion.

5. Lockheed Martin CDA

6. Lockheed Martin 2

7. Lockheed Martin PWSC

8. Lockheed Martin 3

Jan 4–15, Sept 13–17 (FB);

Jan 11–Feb 12 , Sept 20–Oct 15 (VMS)

Aircraft type: X-35 Joint Strike Fighter

Purpose: To support Lockheed’s design and development of the X-35 and to advance NASA-sponsored

research.

9. Space Shuttle Vehicle (SSV) 1

Feb 15–Mar 11 (VMS)

Aircraft type: Space Shuttle orbiter

Purpose: To investigate control-surface rate limits

and trim switch conditions and to provide astronaut

training.

10. Civil Tiltrotor (CTR) 8 SCAS

Apr 5–8 (FB); Apr 12–30 (VMS)

Aircraft type: XV-15 tiltrotor

Purpose: To evaluate two stability and control augmentation systems and to evaluate flight profiles for

noise abatement.

11. Helicopter Maneuver Envelope Enhancement

(HelMEE) 6

Apr 19–30 (FB); June 14–July 9 (VMS)

Aircraft type: UH-60 Black Hawk helicopter

Purpose: To investigate flight-envelope limits and

their communication to the pilot using side-stick

controllers.

12. High-Speed Civil Transport (HSCT) A8

June 28–July 9, July 26–30 (FB); Aug 2–23 (VMS)

Aircraft type: High-speed civil transport

Purpose: To measure the handling qualities of the

current design of a supersonic passenger airplane

and to finalize flight-control standards.

13. Space Shuttle Vehicle (SSV) 2

Aug 30–Sept 3, Oct 18–Nov 5 (VMS)

Aircraft type: Space Shuttle orbiter

Purpose: To provide training in orbiter landing and

rollout for astronauts and astronaut candidates.

VMS Technology Upgrades

1. Virtual Lab (VLAB)

Purpose: To enhance the capabilities of a system that

enables remote researchers to participate in live

experiments at the VMS.

2. Remote Development Environment (RDE)

Purpose: To create an engineering environment for

researchers to develop VMS-compatible simulation

models at their own sites.

3. Rapid Integration Test Environment (RITE)

Purpose: To develop the procedures and infrastructure necessary to import aeronautical data from

research facilities directly into the VMS.

4. VMS Modernization

Purpose: To increase the reliability and maintainability of the VMS by replacing major system elements.
Aviation Systems Research, Technology, & Simulation Division 7

FY99 Project Summaries

FB—Fixed-Base Simulators

VMS—Vertical Motion Simulator

ACFS—Advanced Concepts Flight Simulator

B747—Boeing 747 Simulator

CVSRF Flight Simulation Projects

1. CTAS/FMS Data Link

Sept 29–Nov 27 (ACFS)

Purpose: To evaluate a concept for integrating CTAS

with the Flight Management System for operations in

terminal airspace.

2. Propulsion Controlled Aircraft (PCA) Ultralite

Nov 23–27 (B747)

Purpose: To evaluate a low-cost, fly-by-throttle

control system as a backup to an airplane’s primary

flight control system.

3. Balked Landings

Mar 1–5 (B747)

Purpose: To examine large air-carrier flight tracks

and height-loss arrest points during crew-induced

aborted or balked landings.

4. Cockpit Display of Traffic Information (CDTI)

Apr 5–May 7 (B747)

Purpose: To evaluate the interaction of flight crews

and Air Traffic Control in the presence of a CDTI.

5. Fatigue Feedback

June 28–Aug 20 (B747)

Purpose: To evaluate the effectiveness of fatiguerelated feedback on flight-crew performance and to

assess a system for the detection of drowsiness.

6. Taxiway Navigation and Situation Awareness

(T-NASA) 2

July 6–Sept 22 (ACFS)

Purpose: To evaluate the use of a head-up display

and an electronic moving map to improve airport

surface operations.

7. FMS Departure Procedures

Sept 6–17 (B747)

Purpose: To evaluate FMS departure routings in

executing departure legs coded in conformance with

ARINC 424 standards.

8. Integrated Tools/Air-Ground Integration (AGIE)

Sept 20–Jan 27, 2000 (B747)

Purpose: To evaluate air-ground integration procedures and to collect data pertaining to users of the

ground system and on the flight deck.

CVSRF Technology Upgrades

1. Navigational Database Upgrade

Purpose: To create an automated process for compiling updated navigational databases for the ACFS.

2. CVSRF Year 2000 (Y2K) Compliance Upgrades

Purpose: To upgrade networking equipment, computers, and operating systems for Y2K compliance.

3. Air Traffic Control (ATC) Upgrade

Purpose: To evaluate the Pseudo Aircraft System and

Route Traffic Manager as possible upgrades to the

ATC Laboratory.

4. Martian Airplane Visualization

Purpose: To create a virtual-reality visualization of a

probe’s flight through the Martian atmosphere.

5. Flight Management System Upgrade

Purpose: To provide the capability to support advanced terminal approach procedures using curved

segments and a variable final approach length

function.
8 Aviation Systems Research, Technology, & Simulation Division

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Aviation Systems Research, Technology, & Simulation Division 11

Vertical Motion Simulator

Research Facility

The Vertical Motion Simulator

(VMS) Complex is a world-class

research and development facility that

offers unparalleled capabilities for

conducting some of the most exciting

and challenging aeronautics and

aerospace studies and experiments.

The six-degree-of-freedom VMS, with

its 60-foot vertical and 40-foot lateral

motion capability, is the world's largest

motion-base simulator. The large

amplitude motion system of the VMS

was designed to aid in research issues

relating to controls, guidance, displays,

automation, and handling qualities of

existing or proposed aircraft. It is an

excellent tool for investigating issues

relevant to nap-of-the-earth flight and

to landing and rollout studies.

 VMS

 PROJECT

 SUMMARIES
12 Aviation Systems Research, Technology, & Simulation Division

Limited-Authority Stability and Control Augmentation System

David Key, U.S. Army AFDD; Robert Heffley, R. Heffley Engineering; Roger Hoh, Hoh Aeronautics;

Steve Belsley, Luong Nguyen, Logicon/LISS

Summary

This simulation investigated a flight control system

that would enable conventional helicopters to operate

with increased safety and effectiveness in degraded

visual environments. This methodology, using new

flight control software and requiring virtually no

hardware changes, will be considered for incorporation into upgrades of the Army’s UH-60 Black Hawk

helicopter.

Introduction

Limited-Authority Stability and Control Augmentation System (LASCAS) examined a methodology for

improving helicopter operations in a degraded visual

environment (DVE). In a DVE, such as while using

night-vision goggles on a moonless night, pilots have

difficulty perceiving fine-grained texture. This is an

essential cue for

the precise

control of

attitude and

position during

low-speed and

hover operations. Without

this cue, precise

control requires

intensive

workload,

leaving little

capacity for

maintaining

situation awareness or for

accomplishing

tasks.

A stability and

control augmentation system

(SCAS) increases a helicopter’s stability and enhances the capabilities of its flight controls. A helicopter with a SCAS that achieves attitude command/

attitude hold (ACAH) can automatically maintain its

attitude. This significantly reduces the pilot’s need to

perceive fine-grained texture, which in turn increases

safety and frees the pilot to perform other tasks.

For safety, a conventional helicopter SCAS is

limited to +/-10% authority, in which the SCAS

actuators can move the control surfaces only +/-10%

as much as the pilot. This enables the pilot to compensate for system failures. A limited-authority SCAS,

however, has not been used to achieve ACAH

because the actuators saturate during aggressive

maneuvers.

Simulation

LASCAS investigated a methodology for accommodating this actuator saturation. One key is to use a

limited-authority SCAS to provide ACAH for modest

maneuvers but to remove it for aggressive maneuvers. A scheme was developed to provide a gradual

transition between the augmented and unaugmented

states. Another key to the LASCAS methodology is to

supplement the limited-authority actuators with the

trim servo actuator. This introduces additional

movement of the stick that the pilot must learn to

accept.

VMS simulation engineers replaced the SCAS of

the complex Black Hawk simulation model. Night

conditions were simulated, and tasks were flown

using U.S. Army PNVS-6 night-vision goggles. Six

configurations of SCAS were evaluated during four

different flight tasks.

The cab, which recreates the cockpit, was usually

oriented to provide 40 feet of lateral travel and 8 feet

of longitudinal travel. However, for stronger longitudinal cues during one of the tasks, it was rotated 90° to

provide 40 feet of travel in the longitudinal direction.

Results

The VMS proved critical in providing accurate cues

for the simulation of the flight tasks that are most

difficult in a DVE. In particular, the large motion base

produced high-fidelity motion cues for low-speed and

hover operations. Six pilots flew 1632 data runs for

evaluation and 222 check runs for documenting the

characteristics of the different SCAS configurations.

Pilot ratings indicated that handling qualities

improved significantly using the LASCAS methodology. A preliminary assessment suggests that a

limited-authority SCAS can improve handling qualities sufficiently to make the operation of conventional

helicopters in DVEs safer and more efficient.

Investigative Team

U.S. Army AFDD

NASA Ames Research Center

R. Heffley Engineering

Hoh Aeronautics

U.S. Navy NTPS

U.S. Army ATTC

Sikorsky Aircraft

A simulated flight control system

demonstrated improved helicopter

handling qualities in degraded

visual environments.
Aviation Systems Research, Technology, & Simulation Division 13

Boeing B2, A3

Summary

In the Fiscal Year 1999, two separate simulations

were conducted to support the design and development of the Boeing X-32 Joint Strike Fighter. The

experiments addressed conventional, carrier, and

short-takeoff/vertical-landing (STOVL) operations.

They also advanced NASA-sponsored research in

guidance systems, display technology, and flight

controls for STOVL aircraft.

Introduction

NASA Ames Research Center plays a key role in

support of the U.S. Government’s Joint Strike Fighter

(JSF) Program. This program is developing a family

of advanced supersonic strike fighters that will

feature different configurations for multiple branches

of the military and for certain allies. The aircraft will

feature highly common, modular construction to

significantly reduce the cost of development, production, and maintenance.

Requirements for the JSF are as follows:

• U.S. Air Force—a multi-role aircraft for conventional

takeoff and landing

• U.S. Marine Corps—a STOVL aircraft with good

controllability at zero airspeed and during transition

between hover and wing-borne flight

• U.S. Navy—a strike fighter with outstanding handling at low speeds and adaptations for catapult

launches and arrested landings

• U.K. Royal Navy—a STOVL aircraft similar to the

U.S. Marine Corps version

The Boeing Company is one of two manufacturers

selected to build and fly a pair of JSF concept

demonstrator aircraft. Real-time, piloted flight simulation is an important step in Boeing’s approach to JSF

design and development. The VMS, with its large

motion travel, complemented Boeing’s in-house,

ground-based simulation prior to in-flight simulation

and flight testing. The two simulations investigated

control laws, flying qualities, and advanced control

and display design.

Simulations

Participating test pilots came from Boeing; the

U.S. Navy, Air Force, and Marine Corps; and the U.K.

Royal Navy and Royal Air Force. Simulations were

conducted for a total of six weeks on the motion

base. In preparation for the motion-base experiments, two weeks of fixed-base simulations were

conducted to validate the simulation system response and to finalize flight tasks and scenarios.

Validation of the response was critical because

Larry Moody, Paul McDowell, The Boeing Company; James Franklin, NASA ARC; Leslie Ringo,

Estela Hernandez, Emily Lewis, Chuck Perry, Ron Gerdes, Girish Chachad, Logicon/LISS

Boeing’s updated aircraft simulation software was

directly integrated into the VMS.

VMS personnel developed head-up display

graphics and guidance logic for the simulations and

incorporated specialized hardware. VMS personnel

also adapted the visual system, providing two

different views from the carrier deck for landings at

sea.

Results

The primary objectives of the simulations were

met, and the customer obtained considerable information for design analysis and evaluation. Test pilots

were favorably impressed with the important role that

large motion cueing played in evaluating the JSF’s

flying qualities and mission capabilities. The competition sensitive nature of this project precludes the

inclusion of detailed results in this report.

With these simulations, SimLab continued to

integrate the aircraft model software provided by the

customer into the VMS simulation system. This

reduced both simulation development time and costs

to the customer.

For more information, refer to the web pages for

Boeing (http://www.boeing.com) and the JSF Program (http://www.jast.mil).

Investigative Team

The Boeing Company

NASA Ames Research Center

U.S. Air Force

U.S. Marine Corps

U.S. Navy

U.K. Royal Navy

U.K. Royal Air Force

The Joint Strike Fighter will be an advanced supersonic

fighter with four versions featuring modular construction

for affordability.
14 Aviation Systems Research, Technology, & Simulation Division

Simulation Fidelity Requirements 7

Summary

This experiment confirmed the fidelity criteria for

roll-lateral coordinated translation motion involving a

tracking task and generated the subjective and

objective data needed to investigate the fidelity

requirements for pitch-longitudinal motion.

Introduction

Simulation Fidelity Requirements 7 (SimFR 7) was

the latest in an ongoing series of simulations that is

investigating motion cueing fidelity at the VMS. The

results contribute to establishing motion fidelity

requirements, quantifying the benefits of motion in

flight simulation, and improving the accuracy of

motion cues at the VMS.

The approach of the fidelity research is to focus on

the roll and lateral degrees of freedom (DOF) using a

side-step task and on the pitch and longitudinal DOF

using a dash-and-quick-stop task. Once the motion

effects and criteria are identified and developed, the

William Chung, Logicon/LISS; Duc Tran, Julie Mikula, NASA ARC

Leslie Ringo, Logicon/LISS

results can then be applied to more complicated

tasks and maneuvers.

Simulation

For comparison, flight tasks were flown with three

levels of motion fidelity developed as a function of

motion travel. The experiment used a one-to-one

motion cueing configuration for reference.

The two tasks for the roll-lateral DOF included a

side-step task to investigate fidelity requirements for

helicopters and a lateral formation flying translational

task to examine fidelity requirements for fixed-wing

aircraft. The third task, limited to the pitch-longitudinal

DOF, featured a helicopter in a dash-and-quick-stop

task.

Results

The simulation was successful in confirming the

fidelity criteria for roll-lateral motion. It was conducted

in three parts, with a total of 4 weeks of simulation

and 1700 data runs. Subjective data was collected

from the pilots using a motion fidelity scale and

handling qualities ratings. Objective data was documented including time performance, position error

performance, specific force, and control input activities. In addition, the subjective and objective data

needed to investigate the fidelity requirements for

pitch-longitudinal motion were generated.

Investigative Team

NASA Ames Research Center

Logicon Information Systems and Services

This motion fidelity experiment simulated three tasks: a helicopter side-step (top left) and fixed-wing formation flying

(bottom left) for the roll-lateral degrees of freedom and a helicopter dash-and-quick-stop (right) for the pitchlongitudinal degrees of freedom.
Aviation Systems Research, Technology, & Simulation Division 15

Summary

Three simulations of Lockheed Martin’s X-35 Joint

Strike Fighter were conducted to support the design

and development of the X-35. The experiments

addressed conventional, carrier, and short-takeoff/

vertical-landing (STOVL) operations. They also

advanced NASA-sponsored research in guidance

systems, display technology, and flight controls for

STOVL aircraft.

Introduction

NASA Ames Research Center plays a key role in

support of the U.S. Government’s Joint Strike Fighter

(JSF) Program. This program is developing a family

of advanced supersonic strike fighters that will

feature different configurations for multiple branches

of the military and for certain allies. The aircraft will

feature highly common, modular construction to

significantly reduce the cost of development, production, and maintenance.

Requirements for the JSF are as follows:

• U.S. Air Force—a multi-role aircraft for conventional

takeoff and landing

• U.S. Marine Corps—a STOVL aircraft with good

controllability at zero airspeed and during transition

between hover and wing-borne flight

• U.S. Navy—a strike fighter with outstanding handling at low speeds and adaptations for catapult

launches and arrested landings

• U.K. Royal Navy—a STOVL aircraft similar to the

Lockheed Martin CDA, 2,PWSC, 3

Mark Tibbs, Lockheed Martin; James Franklin, NASA ARC; Robert Morrison, Leslie Ringo,

Chuck Perry, Norm Bengford, Luong Nguyen, Joe Ogwell, Philip Tung, Ernie Inn, Logicon/LISS

U.S. Marine Corps version

The Department of Defense awarded the

Lockheed Martin Corporation one of two JSF contracts, each calling for two concept demonstrator

aircraft. These simulations, using the large motion

base at the VMS, were conducted to complement

Lockheed Martin’s in-house simulations as part of the

design and development process. The experiments

addressed the X-35’s flying qualities, control laws,

and advanced controls and displays.

Simulations

The three simulations of the X-35 included three

weeks of fixed-base simulations in preparation for a

total of seven weeks of motion-base operations. The

fixed-base sessions validated the simulation system

response. This was a critical step because the

updated computer code for the aircraft model was

generated by Lockheed Martin and directly integrated

into SimLab’s simulation environment. Specialized

hardware was also incorporated for Lockheed Martin.

Pilots from Lockheed Martin; the U.S. Air Force,

Marine Corps, and Navy; U.K. Royal Air Force and

Royal Navy; and British Aerospace participated in the

evaluations.

Results

The primary objectives of the simulations were

met, and significant amounts of evaluation data were

collected. The large motion cueing of the VMS

system played a critical role in evaluating the flying

qualities and mission capabilities of the X-35. Due to

the competition sensitive nature of the project,

detailed results cannot be included in this report.

For SimLab, these simulations marked continued

success in integrating the aircraft model and cockpit

display software provided by a customer directly into

SimLab’s real-time system. This mode of operation

allowed Lockheed Martin to test several last-minute

design changes, which were expeditiously integrated

by SimLab engineers.

For more information, refer to the web pages for

Lockheed Martin (http://www.lmco.com) and the JSF

Program (http://www.jast.mil).

Investigative Team

Lockheed Martin

NASA Ames Research Center

U.S. Air Force

U.S. Marine Corps

U.S. Navy

U.K. Royal Navy

U.K. Royal Air Force

British Aerospace

The Joint Strike Fighter will feature versions for the U.S.

Air Force, Navy, and Marine Corps and the British Royal

Navy.
16 Aviation Systems Research, Technology, & Simulation Division

Space Shuttle Vehicle 1

Summary

Simulations of the Space Shuttle orbiter are

performed at the VMS to fine-tune the Shuttle

orbiter’s landing systems and to provide landing and

rollout training for the astronaut corps. The engineering goals of this simulation were to investigate

control-surface rate limits for landing with reduced

hydraulic flow and to research the appropriate speed

for enabling redundancy for the trim switch.

Introduction

The Space Shuttle orbiter is simulated at the VMS

twice each year. Researchers have examined

modifications to the flight-control system, guidance

and navigation systems, head-up displays, flight

rules, and the basic simulation model. The simulations also provide astronaut training with realistic

landing and rollout scenarios.

Simulation

One objective of Space Shuttle Vehicle 1 (SSV 1)

was to investigate control-surface rate limits for

landing with reduced hydraulic flow. Normally, three

auxiliary power units (APUs) power the control

surfaces. In the event of a single or double failure,

priority rate-limiting software prevents over-demand

by limiting the rate at which the various control

surfaces move. This study examined two new

configurations of software to reduce over-demand

and maintain handling qualities during single-APU

landings. (Such a landing has never been necessary

in the real orbiter.) Maintaining handling qualities is

especially critical in the moments after touchdown of

the main landing gear when the control surfaces are

used extensively and hydraulic demand is high.

A second objective was to examine the appropriHoward Law, Charles Hobaugh, NASA JSC; Kyle Cason, Boeing North American;

Estela Hernandez, Christopher Sweeney, Logicon/LISS

ate speed for enabling redundancy for the trim

switch. This switch initiates derotation, the lowering

of the nose gear to the ground after the main landing

gear has touched down. Current software logic in the

pitch control system makes the switch inoperative if

either of two electrical contacts fails; the pilot must

then achieve derotation manually. New logic was

added to allow the switch to operate with a single

contact below an airspeed to be determined in this

study.

The third objective of SSV 1 was to train upcoming

mission crews and astronaut candidates through a

series of flights. Various runways, visibility conditions,

and wind conditions were simulated, and system

failures were periodically introduced.

Two new out-the-window databases representing

landing sites were introduced in this simulation:

Cherry Point in North Carolina and Oceana in

Maryland.

Results

A total of 961 runs was completed with 38 pilots

during four weeks of simulation. The crew familiarization session reinforced the importance of the VMS in

preparing upcoming crews for the landing and rollout

phase of the mission and for possible failures during

that phase.

Preliminary results show that reductions in the

elevator and aileron rate limits after main-gear

touchdown eliminate almost all of the over-demand in

the hydraulic system during single-APU landings.

This rate-limit reduction in less critical controls

allowed pilots to move more critical surfaces as

quickly as desired.

Initial testing indicates that the optimum speed for

enabling redundancy for the trim switch is 185 knots,

the speed pilots currently use as a cue to initiate

derotation. Further testing will be conducted to verify

this setting.

Investigative Team

NASA Johnson Space Center

Boeing North American

Lockheed Engineering and Services Corp.

United Space Alliance

Twice yearly, the Space Shuttle orbiter is simulated for

engineering studies and astronaut training.
Aviation Systems Research, Technology, & Simulation Division 17

Civil Tiltrotor 8 SCAS

This time-lapse illustration depicts the XV-15 converting

from helicopter mode to airplane mode.

Summary

Civil Tiltrotor 8 SCAS simulated the XV-15 tiltrotor

aircraft to aid the development of two stability and

control augmentation systems. In addition, this

simulation evaluated flight profiles designed for noise

abatement in the terminal area.

Introduction

Civil Tiltrotor 8 SCAS (CTR 8 SCAS) was the

latest in a series of simulations investigating issues

that include CTR certification, vertiport design, and

terminal area operations including noise abatement

procedures.

This simulation implemented two new stability and

control augmentation systems (SCASs). An aircraft’s

SCAS is the hardware and software that augments

an aircraft’s stability and control characteristics in

response to pilot inputs and gusts. The SCASs were

simulated to aid in their development prior to formal

evaluation in CTR 8 EVAL.

CTR 8 SCAS also evaluated the handling qualities

of approach profiles designed to reduce noise near

airports and that are under consideration for a

September 1999 flight test. While airplanes normally

approach airports on a 3° glide slope, tiltrotor aircraft

can approach at steeper angles to avoid obstacles

and airspace reserved for other aircraft. Steep

approaches might require complex noise abatement

procedures that increase a pilot’s workload. The

profiles were therefore evaluated for feasibility and

for possible improvements.

Simulation

The first XV-15 SCAS implemented during CTR 8

SCAS was the current Bell Helicopter rate-command

digital SCAS. Augmenting the SCAS was an optional

limited-authority, rate-command/attitude-hold function, which reduces workload and enhances precision

control. This function will be flight tested later in the

year.

The second SCAS implemented was a neuralnetwork dynamic inverse SCAS developed at the

Georgia Institute of Technology. A neural-net SCAS

continuously adapts flight control characteristics to

changing conditions during flight. This capability will

be especially helpful in providing the pilot with the

desired control properties during conversion between

helicopter and airplane modes, when a tiltrotor

aircraft’s stability and control characteristics change

radically.

Four noise abatement profiles were simulated for

evaluation and possible inclusion in the September

flight test. The profiles included a 3° approach, two 9°

William Decker, James Franklin, Laura Iseler, Dan Dugan, NASA ARC;

Ron Gerdes, Logicon/LISS; Carl Griffith, Roy Hopkins, Bell Helicopter Textron;

Rolf Rysdyk, Georgia Tech; Steve Belsley, Emily Lewis, Philip Tung, Logicon/LISS

approaches, and a segmented approach that began

with 3° and ended with 9°.

Results

The two SCASs were successfully implemented,

and the VMS provided an excellent platform for the

investigation of pilot interaction with the control

systems. Early results led to changes being incorporated and evaluated during the simulation. The Bell

Helicopter SCAS was improved, and areas were

identified for fine tuning; this process required a

fraction of the time it would take in flight testing. The

neural-net SCAS was also improved but requires

further development.

NASA and Bell Helicopter pilots evaluated the

handling qualities of the four approach profiles. This

portion of the simulation yielded important feedback

to acoustics and handling-qualities engineers. One of

the 9° approaches had severe handling-qualities

deficiencies and will not be implemented for flight.

Handling qualities evaluations of the other three

approaches suggested improvements that will be

implemented for the flight test.

Investigative Team

NASA Ames Research Center

Logicon Information Systems and Services

Bell Helicopter Textron

Georgia Institute of Technology
18 Aviation Systems Research, Technology, & Simulation Division

Matt Whalley, Army/NASA Rotorcraft Division;

Chuck Perry, Norm Bengford, Logicon/LISS

Helicopter Maneuver Envelope Enhancement 6

Summary

This simulation experiment investigated the

prediction of helicopter flight envelope limits and the

communication of those limits to the pilot using active

side-stick controllers.

Introduction

The objective of the Helicopter Maneuver Envelope Enhancement (HelMEE) series of experiments

is to develop improved methods for alerting pilots to

operational limits during helicopter flight in order to

enhance safety and reduce pilot workload.

Conventional helicopter controls are mechanically

connected to control surfaces, enabling the pilot to

feel forces that reflect the state of the aircraft. In

contrast, side sticks are connected to control surfaces electronically (fly-by-wire), and therefore

control forces do not vary with the aircraft’s state. The

use of active side sticks would enable the programming of force characteristics to reproduce the feel of

mechanical systems and to communicate additional

information about flight envelope limits to the pilot.

Simulation

The objectives of HelMEE 6 were to:

• Integrate active side sticks into the UH-60 Black

Hawk simulation in place of the conventional cyclic

(center stick) and collective.

• Evaluate the side sticks with the cueing of flight

envelope limits developed in previous HelMEE

research.

• Introduce a new limit cue for mast bending moment

during ground handling, such as taxiing and slope

landings.

Simulation development focused on integrating a

new digital, two-axis side sticks developed by Stirling

Dynamics. The side sticks combine a computer

controller and electric motors in a self-contained unit.

Force characteristics are continuously updated via a

high-speed Ethernet connection with the host computer. A new interface program was implemented that

bypassed the normal digital-to-analog interface.

Pilots flew four test configurations: no cues, tactile

cues only, head-up display (HUD) cues only, and

both tactile and HUD cues. Tactile cues included stick

shaking for all three limits tested. Three tasks were

flown: bobup/bobdown, acceleration/deceleration,

and a maximum performance turn. A new slope

landing task was implemented, but no data was

taken for this task.

Results

Over 300 data runs indicated that the active stick

cueing significantly improved pilot performance and

ratings. Transmission torque exceedances were

reduced 90% for two of the tasks and eliminated

completely for the third task. Blade stall exceedances

were reduced 75% in the task that induced this limit

most. Improved airspeed control was exhibited in the

maximum performance turn. Mast bending moment

was not significant in the tasks flown. Overall, pilot

comments were quite favorable in regard to the

effectiveness, smoothness, and responsiveness of

the side sticks.

Investigative Team

Army/NASA Rotorcraft Division

NASA Ames Research Center

Bell Helicopter Textron

Boeing Helicopters

Logicon Information Systems and Services

Sikorsky Aircraft

U.S. Army

Limit Control Cue

T e ransmission torque C p ollectiv Softsto

B c lade stall C p ycli Aft cyclic softsto

M c ast bending moment C ) ycli Damping (in flight

Softstop (on ground)

In simulation of the

Black Hawk

helicopter, new

electronic side sticks

were programmed to

feel like conventional

flight controls and to

communicate

additional tactile cues.
Aviation Systems Research, Technology, & Simulation Division 19

High-Speed Civil Transport Ames 8

The High-Speed Civil Transport would significantly

reduce flight times for transoceanic travel.

Summary

This simulation measured the handling qualities

and general performance of the current design of a

supersonic passenger airplane. In addition, it finalized flight-control standards for this class of aircraft.

Introduction

NASA’s High-Speed Research (HSR) Program

was initiated in 1990 to develop essential technologies for a High-Speed Civil Transport (HSCT) in

cooperation with the U.S. aeronautics industry. The

aircraft would carry 300 passengers at Mach 2.4.

NASA is now ready to pass the program results on to

industry.

HSCT Ames 8 (HSCT A8) was the last of more

than a dozen simulations that researched flight

control, navigation, and guidance systems. To

complete the simulation series, HSCT A8 focused on

measuring the current design’s performance and

finalizing flight control standards.

Simulation

Part 1 of HSCT A8 measured the handling qualities and performance of the current design against

the HSR Program’s standards as set forth in the Aero

Performance 8 Metric. Particular attention was paid

to takeoff and landing, including crosswind landings

and go-arounds. Methodology for the head-up

display used in takeoff and landing was also investigated. Finally, an autoland system, including guidance and control displays, was tested for the first

time.

Part 1 included the dynamic aeroservoelastic

Gordon Hardy, Logicon/LISS; Todd Williams, James Ray, Ed Coleman, Boeing;

Chris Sweeney, Emily Lewis, Philip Tung, Joe Ogwell, Logicon/LISS

(DASE) portion of the simulation model. DASE is the

interaction of aerodynamic, structural (elastic), and

inertial forces that can lead to unwanted vibrations in

both subsonic and supersonic flight. Structural mode

control manipulated the control surfaces to minimize

these vibrations.

Part 2 of HSCT A8 updated the flight control

requirements for the HSCT class contained in the

HSR Program’s Flight Control System Requirements

Specification. It concentrated on the longitudinal flight

control requirements because a unique flight-pathrate command system was used instead of the more

conventional attitude command type of control. This

is the first time that flight-path-rate command has

been seriously considered for a proposed aircraft.

Part 2 also continued the development of lateraldirectional flying qualities criteria.

Results

With its large motion base and realistic cues for

piloted simulation, the VMS proved invaluable in

reproducing the handling qualities of the uniquely

configured HSCT. A total of 1496 data runs with eight

pilots were completed. Even with the adverse effects

of the DASE, Part 1 showed a significant improvement in the Aero Performance 8 Metric due to

enhancements to the control system and pilot

displays. Part 2 indicated that even with the unique

longitudinal control law, current specifications for

flight control systems are still generally acceptable

and may even be relaxed in some areas.

Investigative Team

NASA Ames Research Center

The Boeing Company

NASA Langley Research Center

Veridian Engineering (Calspan)

Honeywell

This simulation concluded a series of experiments critical

to the development of technologies for a supersonic

passenger airplane.

Los Angeles

Sydney

Mach .84 = 14 hours

Mach 2.4 = 4.3 hours

Mach .84 = 10.3 hours

Tokyo

Honolulu

Mach 2.4 = 7.3 hours

(1 hour stop)
20 Aviation Systems Research, Technology, & Simulation Division

Space Shuttle Vehicle 2

Summary

This one-week simulation of the Space Shuttle

orbiter featured crew familiarization for astronauts

and astronaut candidates.

Introduction

The very first VMS simulation, conducted in 1981,

simulated the Space Shuttle orbiter. Today, the VMS

continues to simulate touchdown and rollout of the

orbiter twice each year.

The orbiter presents challenging landing conditions. With no engines operating, the orbiter glides to

touchdown without power for maneuvering or going

around. It touches down at approximately 235 miles

per hour, more than twice the speed at which most

aircraft land. This makes realistic training for astronauts critical. At the VMS, pilots experience various

flight conditions and system failures to prepare them

for this important phase of flight.

Simulation

Astronauts experienced a number of variables

during simulation:

• Runway location and type

• Vehicle weight

• Visibility

• Wind direction and speed

The VMS simulates eight landing sites in the U.S.

including the dry lake beds at Edwards Air Force

Base and White Sands Missile Range. The VMS also

simulates the four Transoceanic Abort Landing (TAL)

sites. A TAL would occur in the event of a major

system failure during launch; if it were too late to

return for landing at Kennedy Space Center and too

early to circle the earth for another opportunity to land

in the U.S., the orbiter would land on the far side of

Howard Law, Paul Lockhart, NASA JSC; Ed Digon, Boeing; Brian Bahari, Lockheed;

Estela Hernandez, Leslie Ringo, Logicon/LISS

Eileen Collins, first woman to pilot the orbiter and to

command the Shuttle, prepares for crew familiarization.

The VMS provides important training for orbiter pilots.

the Atlantic Ocean. There are two TAL sites in Spain,

one in Morocco, and one in Gambia.

Astronauts also rehearsed procedures for handling

failures to the:

• Tires

• Drag chute

• Auxiliary power units

• Automatic derotation system

Results

In one week of simulation, 18 pilots few over 300

data runs. Simulation provided the real-time delivery

of high-fidelity cues, including realistic out-thewindow scenes, instrumentation, and motion. This

simulation reinforced the importance of the VMS in

preparing upcoming crews for the landing and rollout

phase and for possible failures during that phase.

Investigative Team

NASA Johnson Space Center

The Boeing Company

Lockheed Martin

United Space Alliance
Aviation Systems Research, Technology, & Simulation Division 23

Crew-Vehicle Systems

Research Facility

The Crew-Vehicle Systems Research Facility, a

unique national research resource, was designed for the

study of human factors in aviation safety. The facility

analyzes performance characteristics of flight crews, formulates principles and design criteria for future aviation environments, evaluates new and contemporary air traffic control procedures, and develops new training and simulation techniques required by the continued technical evolution of flight systems.

Studies have shown that human error plays a part in 60 to 80 percent of all aviation accidents. The CrewVehicle Systems Research Facility allows scientists to study how errors are made, as well as the effects of

automation, advanced instrumentation, and other factors, such as fatigue, on human performance in aircraft.

The facility includes two flight simulators—an FAA certified Level D Boeing 747-400 and an Advanced Concepts Flight Simulator as well as a simulated Air Traffic Control System. Both flight simulators are capable of

full-mission simulation.

 CVSRF

 PROJECT

 SUMMARIES
24 Aviation Systems Research, Technology, & Simulation Division

CTAS/FMS Data Link

This Vertical Situation Display is one tool being evaluated

that is intended to safely maximize airport capacity.

Everett Palmer, Terry Rager, NASA ARC; Barry Crane, Thomas Prevot, SJSU;

Don Bryant, Ramesh Panda, Fritz Renema, Rod Ketchum, ManTech

Summary

This study evaluated a new concept for the

integration of the Center TRACON Automation

System with the Flight Management System for

operations in terminal airspace. It was conducted in

the Advanced Concepts Flight Simulator to improve

efficiency and maximize airport capacity without

compromising safety.

Introduction

Arrival and approach traffic flow management to

airports is still accomplished via analog communications and tactical vectoring, a method that needs to

be upgraded. The Flight Management System (FMS)

installed in most of the current transport aircraft is

already capable of computing and flying optimal

trajectories from the origin airport to the destination

airport. However, the FMS is seldom used in the

arrival phase due to route change programming

steps involved in terminal-area Air Traffic Control

(ATC) vectoring.

The Center TRACON Automation System (CTAS)

is a set of automation tools developed at Ames to aid

the controller with aircraft sequencing, separation,

flow control, and scheduling. Final Approach Spacing

Tool (FAST) is one of the components of CTAS used

for managing traffic in the TRACON airspace. A

variant of FAST is currently being field tested in the

Dallas/Fort Worth Metroplex. FAST can provide

landing sequences, runway assignments, and speed

and heading advisories to help the aircraft meet

computed trajectories. The present study utilized an

advanced version of FAST with Data Link capabilities

to uplink a desired route directly to the FMS.

Simulation

The main objective of this study was to evaluate

the human-factors benefits in terms of crew performance, workload, and flight-deck communication; the

interface; and the procedures involved in the CTAS

and FMS integrated operations.

The experiment configuration consisted of the

Advanced Concepts Flight Simulator (ACFS), CTAS,

and Pseudo Aircraft Simulation (PAS) stations, which

supplied simulated traffic. The ACFS included an

FMS enhanced with customized FMS approach

procedures and Data Link for clearance loading

capabilities. A Data Link display for pilot viewing of

uplinked ATC message text was integrated into the

upper Engine Indication and Crew Alert System

display. Special Data Link buttons were also provided

on the glare shield for message response inputs.

A Vertical Situation Display (VSD) integrated into

the Navigation Display helped evaluate a related

research concept. The VSD graphically displayed the

planned vertical profile including various speed and

altitude constraints in the active trajectory. For pilot

preview, a modified clearance could be overlaid in a

different color highlighting the new profile against the

active profile. The VSD may enhance situational

awareness as many FMS automation related problems are associated with vertical flight-path management.

Results

The full-mission simulation study in the ACFS was

set in the Dallas/Fort Worth terminal airspace. A total

of twelve crews participated from major commercial

air carriers with Type ratings on the Boeing 757/767,

737-500 and 777. Seven descent scenarios were

flown combining current day, FMS, and CTAS/FMS

procedures. This study validated the viability of FMS

and CTAS/FMS descent procedures. A follow-on

experiment is planned to validate use of these

procedures in higher pilot workload conditions.

Investigative Team

NASA Ames Research Center

San Jose State University
Aviation Systems Research, Technology, & Simulation Division 25

Propulsion Controlled Aircraft Ultralite

John Bull, Caelum Research Corp.; Frank W. Burcham, NASA Dryden; Edward Kudzia, Foothill

DeAnza College; John Kaneshige, NASA ARC; Diane Carpenter, Jerry Jones, ManTech

The Propulsion Controlled Aircraft Ultralite concept, diagrammed

here, could lead to a low-cost, emergency backup to an airplane’s

primary flight control system.

Summary

The B747-400 simulator was used to examine a

low-cost, fly-by-throttle control system as a backup

for use in the event of an emergency or a malfunction

of an airplane’s primary flight control system.

Introduction

In the last 25 years, at least 10 aircraft have

experienced major flight-control system failures

where the crew had to resort to engine thrust for

emergency flight control. In most cases, these

attempts resulted in crashes. In 1989, the National

Transportation Safety Board recommended “research

and development of backup flight control systems for

newly certified wide-body airplanes that utilize an

alternate source of motive power separate from that

source used for the conventional control system.”

The NASA Dryden Flight Research Center has

developed a Propulsion Controlled Aircraft (PCA)

system in which computer-controlled engine thrust is

used to provide emergency flight-control capability.

Aircraft not equipped with full-authority digital engine

control require implementations of PCA technology

that can be installed on existing systems. Piloted

transport aircraft simulation studies at

Ames have examined a PCA Ultralite

concept, in which thrust control is

provided through a combination of the

autothrottle system and manual pilot

control with the aid of flight director

guidance.

Simulation

This study evaluated the PCA

Ultralite concept, which consists of

automatic PCA commands for symmetric engine thrust to control pitch and

manual pilot commands for asymmetric

engine thrust to control roll.

The real-time software module

created for previous B747 PCA experiments was modified for use with this

study. The module consists of a set of

control laws simulating a closed-loop

control system designed to maintain

adequate controllability and maneuverability of the aircraft in flight using only

thrust modulation with the normal flightcontrol system inoperative.

The software module was modified to add a

calculation for flight director commands that drive the

flight directors displayed on the Primary Flight

Display whenever the PCA system was engaged.

Two different modes of roll flight director operation

were implemented. The first mode was a bank flight

director that used the PCA bank command to drive

the roll flight director. The second mode was a

throttle flight director that used the error between the

throttle servo command and the throttle position to

drive the roll flight director. Data was gathered using

the IBM Data Gathering System.

Results

With the addition of PCA Ultralite providing automatic pitch control, pilots commented that “single

tasking the pilot makes this acceptable (or at least

tolerable)” and that “without pitch being handled

automatically (a misaligned approach) would be

unsalvageable.” While the PCA flight director provided quicker feedback, allowing for significantly

smaller throttle corrections, achieving a stabilized

approach still varied among evaluation pilots.

Investigative Team

Caelum Research Corporation

NASA Ames Research Center

NASA Dryden Research Center
26 Aviation Systems Research, Technology, & Simulation Division

Dave Lankford, Shahar Ladecky, FAA, Oklahoma City; Barry Scott, FAA, NASA ARC;

Jerry Jones, Rod Ketchum, Diane Carpenter, ManTech

Balked Landings

This study examined Obstacle Free Zone dimensions for

balked landings and traditional missed approach.

Summary

This test involving the B747-400 simulator is the

latest in a series that examined large air carrier

aircraft flight tracks and height-loss arrest points

during crew-induced aborted or balked landings.

These aborts were initiated upon reaching published

decision height/altitude and beyond to a minimum of

30 feet above ground level. Category I Instrument

Landing System approaches were conducted using

the auto-land systems for each of the runs. The

results are analyzed relative to Obstacle Free Zone

space and dimension requirements.

Introduction

The Federal Aviation Administration’s (FAA)

Advisory Circular 150/5300-13, Airport Design,

accounts for many elements including runways,

shoulders, blast pads, clearways, runway safety

areas, and adjacent taxiways. This advisory circular

mandates Obstacle Free Zone (OFZ) dimensions for

airplanes with wingspans up to 262 feet. For larger

aircraft, information is needed for calculating the OFZ

to provide safe conditions below the decision height.

The FAA’s Flight Procedure Standards Branch

conducted these simulations to assess various goaround call heights for the development of standards

and operation criteria.

Simulation

This study consisted of a series of approaches to

Denver International Airport with representative

weather conditions. Flight-track and height-loss data

occurring subsequent to arrival at Category I decision

heights was collected for missed approach and

aborted/balked landings. Particular attention was

paid to introducing all possible extreme wind and

other conditions allowable for the type approach

under test. This enabled the possible impact on OFZrequired space and crew response/techniques to be

evaluated. No variations in aircraft gross weight were

introduced for these runs. Six days of data runs were

completed for this study totaling 60 runs, utilizing

ManTech and NASA flight crews. Data collection

included digital readouts of aircraft state and performance data.

Results

Test results will support Monte Carlo simulation

studies using the FAA’s Airspace Simulation and

Analysis for Terminal Procedures (TERPS). These

simulations calculate the probabilities of collisions

during aborted landings of new larger aircraft. This

work will in turn assist the New Larger Airplane

Working group of the International Civil Aviation

Organization in developing guidance for the introduction of new, larger airplane operations to existing

airports.

Investigative Team

FAA, Oklahoma City

NASA Ames Research Center

Traditional missed

approach

Balked landing/

climb out Decision

height
Aviation Systems Research, Technology, & Simulation Division 27

Summary

The objective of this study on the B747-400

simulator was to evaluate flight crew and Air Traffic

Control interaction when an advanced Cockpit

Display of Traffic Information was used by the flight

crew.

Introduction

This study was conducted by the Human Information Processing Research Branch at Ames. It was a

follow-on investigation to the Free-Flight Demonstration conducted in the spring of 1997. The Cockpit

Display of Traffic Information (CDTI) system used

Global Positioning System (GPS) data link position

reporting with display of all traffic, conflict detection

(Kuchar’s logic), conflict resolution tools (Route

Assessment Tool, or RAT), and flight plan information

for all participating aircraft.

The aircraft navigation display and RAT developed

for this study were directed towards free flight,

concentrating on the en-route segment and collision

avoidance. For the concept of free flight to work

efficiently, intent information (future position) is

required. Flight plans provide the required intent

information; thus, flight plans are tightly coupled with

this work. The CDTI display, the Advanced Route

Assessment and Planning Tool (ARAT) and the

Predictor control were designed for this study so that

the flight crew can visually define an alternate enroute flight plan that is free of the probability of

collision with other traffic.

Simulation

The CVSRF staff created several new software

modules and modified many existing modules on the

B747 host computer. The research staff provided two

Cockpit Display of Traffic Information

Vernol Battiste, Walter Johnson, NASA ARC; Jerry Jones, Rod Ketchum, George Mitchell,

Diane Carpenter, Ghislain Saillant, Ian MacLure, ManTech

computers, configured with the CDTI-display software, that were used as the primary hub of information exchange. These computers communicated with

the B747 simulator and the Pseudo Aircraft System

(PAS) via TCP/IP. When the MAP navigation display

mode was selected by a pilot in the cockpit, CDTI

displays switched into view. The ARAT and Predictor

Control Panels then interfaced with the CDTI display.

PAS generated traffic for each scenario. Software

modifications were made on the B747 host computer

to accommodate the transfer of information between

the CDTI computers and the B747 Flight Management Computer and CDTI control panels.

Results

Thirteen qualified airline crews participated in 91

training runs and 104 experiment data runs. The

simulation allowed line pilots to have input regarding

the technology while the researchers evaluated

usability and pilot interaction. Research findings are

forthcoming.

Investigative Team

NASA Ames Research Center

This Navigation Display was designed to help flight

crews visually define safe flight plans in a free-flight

environment.

Two panels designed for this study were the Advanced

Route Assessment and Planning Tool Panel (top) and the

Predictor Control Panel (bottom).
28 Aviation Systems Research, Technology, & Simulation Division

Dr. David Neri, NASA ARC; Ray Oyung, SJSU; Rod Ketchum, Jerry Jones, George Mitchell, Ghislain

Saillant, Fritz Renema, Craig Pires, Jason Hill, Eric Gardner, Vic Loesche, Diane Carpenter, ManTech

Fatigue Feedback

Pilots were videotaped and monitored to gauge their

alertness on a long, late-night flight simulation.

Summary

This ongoing study investigates the effectiveness

of fatigue-related feedback on the alertness,

neurobehavioral performance, and behavior of flight

crews and evaluates the feasibility and utility of a

video-based, automated system for detecting drowsiness and providing feedback to flight crews.

Introduction

Long, uneventful flights in modern, highly automated aircraft are characterized by unique conditions; physical inactivity, dim light levels, steady

background noise; and limited environmental manipulations. In addition, extensive pilot monitoring of

aircraft systems, increased vigilance for low-frequency occurrences, and reduced social and cognitive interaction are new elements with which flight

crews must deal. Together these factors create a

context in which underlying sleepiness is likely to

manifest itself in the form of reduced alertness,

compromised vigilance, and impaired performance. If

the flight occurs during hours when the biological

clock is programming the body for sleep, fatigue and

sleepiness levels are further increased and can

significantly reduce the safety margin.

The Percent Closed (PERCLOS) data system was

a primary element of this experiment. PERCLOS is a

self-contained, infrared camera data collection and

alerting system tested by the Federal Highway

Administration in commercial trucking. This technology is currently being evaluated for use in the

aviation environment.

Pilots were videotaped and monitored to gauge

their alertness on a long, late night flight simulation.

Simulation

The Systems Safety Research Branch of the

Human Factors Research and Technology Division

conducted this study, also called the Evaluation of InFlight Alertness Management Technology. The

experiment involved a six-hour, night, over-water

flight scenario, looking at the effect of feedback on

subsequent alertness, cognitive performance, and

other behaviors. Twelve flight crews from six different

airlines were the subjects of this study. The nature of

this experiment was such that performing it during

nighttime hours was critical. Due to this requirement,

the facility was staffed from 11:00 p.m. through 8:00

a.m. with the simulation running from 2:00 a.m.

through 8:00 a.m.

PERCLOS devices were mounted on the flight

deck to collect information from each pilot’s face and

provide necessary feedback. VCRs were set up with

a quad display and full-screen recording of the pilot’s

face. The quad display contained video from overhead flight deck cameras with pan and tilt capability

as well as views of each of the pilot’s faces.

All physiological, vigilance performance, and

subjective data was collected with portable equipment furnished by the Fatigue Countermeasures

Program.

Results

Data is currently being evaluated by the Fatigue

Countermeasures Program and the findings will be

published for the aviation community’s use as well as

to determine the size and scope of further studies.

Investigative Team

NASA Ames Research Center

San Jose State University
Aviation Systems Research, Technology, & Simulation Division 29

Summary

This follow-up study using the Advanced Concepts

Flight Simulator evaluated the use of a head-up

display and an electronic moving map to provide

navigation and guidance information to aircraft flight

crews. The goal is to improve airport runway turn-off

and surface taxi operations in bad weather and at

night to increase airport capacity and improve

aviation safety.

Introduction

Current airport surface operations are handled

with verbal instructions over the radio with flight

crews using paper maps to navigate around the

airport. In bad weather (low visibility) and at night,

this can lead to very slow taxi operations and potentially dangerous situations. Under these conditions,

many major U.S. airports have taxi capacity limitations, and several taxi accidents occur each year.

Many commercial airliners now have electronicnavigation and head-up displays installed, but they

are not utilized in any significant way for taxi operations. This experiment supported the Low-Visibility

Landing and Surface Operations element of the

Terminal Area Productivity Program.

Simulation

Taxiway Navigation and Situation Awareness 2

(T-NASA 2) continued the concept of electronically

loading the taxi route into an on-board system and

displaying the route on both the head-up display

Taxiway Navigation and Situation Awareness 2

Dave Foyle, NASA ARC; Becky Hooey, SJSU;

Don Bryant, Anna Dabrowski, Rod Ketchum, Ian MacLure, ManTech

(HUD) and electronic moving map (EMM—see back

cover). New technology introduced included roll-out

and turn-off (ROTO) HUD guidance and data-linked

communications, clearances, and route loading with

an active crew interface.

Experiment runs started with crews flying on short

final descent to one of several runways at Chicago

O’Hare airport. Following landing, the crews taxied to

the terminal. The runs included base-line cases with

voice communication and paper map only; cases with

data-linked route and communications; and cases

with data-linked route and communications, EMM,

and HUD.

Results

Twenty-one airline crews performed 294 landing

and taxi runs. Digital data of runway rollout and taxi

performance was collected along with video and

audio recordings of the crews’ activities. An extensive

debrief was performed to get crew comments and

opinions on the system.

T-NASA 2 has drawn favorable comments from

pilots that evaluated the system. The capability of

full-mission simulation has allowed researchers to

watch the interactivity of crews with new technology

and observe problems not previously identified.

Investigative Team

NASA Ames Research Center

San Jose State University

This experiment evaluated the use of a head-up display and an electronic moving map to improve airport surface

operations.
30 Aviation Systems Research, Technology, & Simulation Division

Summary

With the implementation of today’s Flight Management Systems (FMS) and the navigation concept of

Required Navigation Performance (RNP), conventional area navigation (RNAV) departure procedures

using the FMS can now extend the overall navigation

service. The objective of this study using the B747-

400 simulator was to evaluate various FMS departure

routings, with operational variance in the use of the

FMS, in executing departure legs coded in conformance with ARINC 424 standards.

Introduction

Federal Aviation Administration (FAA) Order

8260.44 provides criteria for constructing instrument

flight rules (IFR) RNAV departure procedures.

Procedures designed using current criteria are for

use by aircraft with only RNAV or Global Positioning

System (GPS) RNAV capability. The data derived

from this examination will assist in the development

of departure procedure design standards for FMS/

RNP/RNAV departures based on operational and

system requirements.

At certain locations, obstacles or noise-sensitive

areas close to the departure track create a requirement for highly accurate flight systems and special

operational procedures to enter and maintain a

narrow departure corridor. This project will identify

those operational and system requirements that must

be considered in the total development of Terminal

Procedures RNAV Departure Procedure criteria.

Simulation

This study examined departure routings of various

leg types, waypoint types, and leg lengths; observed

the operational performance of those procedures;

and collected aircraft flight path data to support

efforts in adding to or revising current RNAV departure standards.

A number of runs of each planned type departure

were conducted while capturing aircraft position

relative to intended flight track. The various departure

routes were constructed by the FAA Flight Procedure

FMS Departure Procedures

Frank Hasman, David Lankford, FAA, Oklahoma City; Barry Scott, FAA, NASA ARC;

Jerry Jones, Rod Ketchum, George Mitchell, Diane Carpenter, ManTech

Standards Branch in Oklahoma City.

Takeoffs were made at either maximum gross

weight or a moderate gross weight from runway 27L

at Chicago O’Hare International Airport. Twenty-knot

direct crosswinds from the left or the right were

examined for their effect on the aircraft ground track

with respect to the FMS-computed track. A custom

FMS navigational database was created by

Honeywell for the ten departure routes used in this

study.

Results

The Level D FAA certification of the B747-400 was

essential for this study. Ten days of data runs with

Boeing 747-400 airline flight crews were completed

for a total of 240 runs. Research results are pending.

Investigative Team

FAA, Oklahoma City

NASA Ames Research Center

This map illustrates the aircraft ground track (dotted line)

with respect to the FMS-computed track (solid line) during

a departure.
Aviation Systems Research, Technology, & Simulation Division 31

Summary

This experiment involving the B747-400 simulator

conducted an early evaluation of air-ground integration procedures and concepts. In addition, a joint

experiment by the William J. Hughes FAA Technical

Center and NASA Ames collected data pertaining to

users of the ground system and on the flight deck.

Introduction

In the free-flight environment, aircraft will be able

to maneuver with more autonomy and flexibility.

However, free flight will require the definition of new

zones around each aircraft similar to those currently

provided by the alert algorithms of the Traffic Alert

and Collision Avoidance System (TCAS). These

zones will be defined as the alert and protected

zones. Roles and responsibilities associated with

transgressions of these zones need to be defined

and evaluated. There may be difficulties in coordination between the controller and the flight crew in

cases where separation authority is provided to the

flight crew.

The overall goal was to conduct an early examination of procedures and events in a dynamic environment where the control of aircraft can be centralized

(conventional Air Traffic Control procedures) or

distributed (self-separation).

Simulation

This study was conducted in conjunction with the

Human-Automation Integration Research Branch at

Ames. It involved researchers and laboratories at the

Federal Aviation Administration Technical Centers

(FAATCs) in Atlantic City and New Jersey and at the

CVSRF. Pilots at the CVSRF participated in the

B747-400 simulator and at a pseudo pilot station

using the Pseudo Aircraft System (PAS). Air Traffic

Control test subjects participated at the FAATCs. All

air traffic other than the B747-400 and the pseudo

pilot were generated at the FAATCs and relayed to

the CVSRF.

AATT Integrated Tools Study/Air-Ground Integration Experiment

Sandy Lozito, NASA ARC; Patricia Cashion, Victoria Dulchinos,

Melisa Dunbar, Dave Jara, Margaret Mackintosh, Alison McGann, SJSU;

Jerry Jones, Rod Ketchum, George Mitchell, Diane Carpenter, Ghislain Saillant,

Ian MacLure, Fritz Renema, Craig Pires, Joe King, Tom Prehm, Gary Uyehara, ManTech

For this experiment, a new, dedicated T-1 line was

installed between Ames and the FAATCs. The T-1

line sent and received voice communications using

Voice Over IP technology in addition to aircraft data.

The software for this study was an upgrade to the

previous Advanced Air Transportation Technologies

(AATT) 3 experiment software. The majority of the

new software was developed to support the new

interface to the FAATCs.

Results

This experiment was the first time controller and

pilot interaction was studied in a real-time, highfidelity simulation environment.

Investigative Team

NASA Ames Research Center

San Jose State University

This diagram depicts the architecture used in a study of

air-ground integration procedures and concepts.
Aviation Systems Research, Technology, & Simulation Division 33

 State-of-the-Art

Simulation Facilities

Providing advanced flight

simulation capabilities requires

continual modernization. To keep

pace with evolving customer

needs, SimLab strives to optimize

the simulation systems, from

cockpits to computers to technology for real-time networking with

flight simulators and laboratories in

remote locations.

 TECHNOLOGY

 UPGRADE

 PROJECTS
34 Aviation Systems Research, Technology, & Simulation Division

Virtual Laboratory

Summary

The Virtual Laboratory represents an extensible

approach to conducting simulation experiments. It

allows researchers at remote sites to interactively

participate in live simulation experiments conducted in

research laboratories at Ames.

Capabilities

Using the Virtual Laboratory (VLAB), remote researchers navigate through a virtual VMS lab environment. With the click of a mouse, users select, view, and

position displays available in the actual lab. These

include the pilot’s front-window scene, head-up and

head-down displays, data displays, and strip charts.

Complementing the virtual environment are integrated

post-run data analysis tools, two-way audio communication, video conferencing, and ambient sound capabilities.

Implementation

The VLAB system consists of four functional components:

• The VLAB client (SGI Octane workstation) presents

the virtual lab and its displays.

• A network-based video transmission system provides

the same out-the-window video seen by the pilots at

the VMS.

• A network-based audio transmission system provides

ambient laboratory sound, pilot communication, and

private voice channels.

• A video-conferencing and data-analysis workstation

(SGI O2) furnishes video conferencing and post-run

data analysis capabilities.

Deployment of a Laptop Client

VLAB’s most exciting deployment to date occurred

in February during simulation of the Space Shuttle

orbiter. This marked the first time that a low-cost

desktop VLAB client on a personal computer

was deployed for use in conjunction with a live

simulation experiment between Johnson

Space Center (JSC) and the VMS. For the first

time, JSC researchers were able to participate

in the experiment from their desktops instead

of having to go to a separate lab in their facility.

Space Shuttle Development Conference

 In July, the first annual Space Shuttle

Development Conference was held at Ames to

enable government, industry, and academia to

address upgrades to the Shuttle fleet. VLAB

was invited to display both the full client suite

and the laptop client system in conjunction with

a live simulation at the VMS. Several attendees

visited both the Virtual Lab facilities and the

actual VMS. Visitors and exhibitors alike were

impressed with the live capability of the VLAB system.

Future Plans

Future work will include enhancing the fidelity of the

immersive nature of VLAB, providing additional user

input/output features, increasing VLAB’s applicability to

several simulation experiments, collaborating with

technology experts within and outside of Ames, and

increasing its diversity by applying the VLAB technology in areas beyond flight simulation at the VMS.

Future enhancements to the desktop/laptop client

systems being considered include: incorporation of

two-way voice communication within the client environment, support of multiple platforms, incorporation of full

video conferencing capabilities within or in parallel with

the VLAB client application, incorporation of post data

analysis capabilities within the client platform, and as

technologies permit, incorporation of direct out-thewindow scene viewing within the VLAB environment.

VLAB embodies Ames Research Center’s mission

to lead the world in Information Technology. It allows

government and industry greater access to NASA

expertise in a hands-on fashion. VLAB is an extension

of a national research facility that enables industry to

improve and accelerate its design process, yielding

cutting-edge aeronautical products.

Development Team

Russell Sansom, Chuck Gregory, Rachel Wang-Yeh, T.

Martin Pethtel, Tim Trammell, Christopher Sweeney,

Thomas Crawford, Paul Chaplin, Daniel Wilkins,

Logicon/LISS

Thomas Alderete, Steven Cowart, Julie Mikula, John

Griffin, NASA Ames Research Center

For more information, visit VLAB’s web site:

http://www.simlabs.arc.nasa.gov/vlab.

Using VLAB, researchers in remote locations monitor and interact

with VMS simulations as they occur.
Aviation Systems Research, Technology, & Simulation Division 35

Remote Development Environment

Summary

The new Remote Development Environment

enables users to develop VMS-compatible aircraft

simulation models at their own engineering sites.

These models can then be imported expediently into

the VMS complex for their experiments.

System Capabilities

The Remote Development Environment (RDE)

project created a software environment for developing aircraft simulation models and a graphics environment for visualizing model performance. The system

allows a developer to work at a remote site, then

import a completed model directly into piloted simulations at the VMS by virtue of model compatibility with

the VMS software environment. The RDE was

developed by VMS personnel and completed in

February 1999.

The system consists of three major parts: the

pilot’s control console, the Virtual Laboratory display,

and the host computer.

The control console combines the capabilities of

piloting the airplane and controlling the simulation.

The pilot’s controls of the first RDE, designed for the

Civil Tiltrotor program, consist of a three-axis hand

controller for attitude control and a thrust control lever

for control of the power. The console also contains

push buttons that may be used as pilot control

switches or as simulation configuration switches.

When the RDE is used within the VMS complex, the

facility’s out-the-window image generators can

provide the pilot’s front view.

The capabilities of Virtual Lab (page 34) enable

the customized arrangement of most of the displays

provided in a VMS lab during a full simulation. This

unified display typically includes the primary flight

display, an aircraft systems display, a simplified outthe-window graphic, and a side view of the aircraft.

The model development environment is compatible with the VMS since it uses the same computers,

operating systems, simulation executives, model

support libraries, aircraft model interfaces, and user

interactions.

Development

Development of the RDE included procuring

system components, providing the functionalities of

the development environment, and integrating and

validating the system.

Certain areas required extensive development due

to the essential differences between the VMS and the

RDE. A major data communications development

provided real-time timing and pilot controls in a much

simpler manner than that required for VMS simulations. Rather than employing the extensive networked system required by the VMS cockpits and

laboratories, hardware and software development

enabled direct data communication between the

console components and the simulation computer.

The thrust control lever was entirely designed and

fabricated at the VMS. In addition to the basic control

of thrust, the device contains several trim and

discrete signal buttons integrated into an ergonomically designed controller. The control console contains 48 push buttons and supporting electronic logic

for signal conditioning of the three-axis controller and

its associated trim and logic switches.

Future Plans

This new ability to develop VMS-compatible

aircraft models at remote sites is expected to reduce

the time and lower the cost of developing research

experiments prior to full simulation at the VMS. The

Civil Tiltrotor program is currently using the RDE for

ongoing development of the aircraft model, flight

displays, and pilot controls for the program’s simulations.

Development Team

William Cleveland, Dale Worth, NASA Ames Research Center; Michael Izrailov, Bosco Dias, T. Martin

Pethtel, Russell Sansom, Philip Tung, Logicon/LISS

The Remote Development Environment gives researchers

tools for developing and evaluating aircraft models in a

simulation environment; these models can then be

imported directly into the VMS system.
36 Aviation Systems Research, Technology, & Simulation Division

Rapid Integration Test Environment

Summary

This project developed procedures and infrastructure to facilitate importing aeronautical data from

other research facilities into the VMS Complex. This

streamlined process was then demonstrated by

importing data derived at a computational fluid

dynamics facility into the VMS and simulating an

advanced fighter aircraft with the updated database.

Introduction

Aeronautical design involves generating data in a

number of phases, which may include heuristic

methods, computational fluid dynamics (CFD), wind

tunnels, and flight tests. Converting the data into a

usable form and integrating them into a simulation

for testing can be a lengthy process. Rapid Integration Test Environment (RITE) was conceived as a

means to expedite the inclusion of data from other

research facilities into the VMS.

Development

This first phase of RITE focused on developing the

capabilities necessary to import data created using

CFD technology into the simulations at the VMS.

Software was written to merge data from different

sources and to convert the data to the Function Table

Processor (FTP) format used in the VMS. Procedures were developed to transfer data, via the

Darwin network, to the VMS.

Demonstration

To test and demonstrate the effectiveness of the

process, the RITE project was to utilize CFD-derived

aerodynamic data in a simulation of the Advanced

Short-Takeoff/Vertical-Landing (ASTOVL) aircraft.

This single-engine, powered-lift strike fighter model,

developed at Ames and simulated previously at the

VMS, features advanced integrated controls, guidance, and displays.

The basic lift, drag and pitching moment were

computed by solving the inviscid Euler equations on

a three-dimensional Cartesian grid for several values of

angle-of-attack. These data were used to correct the

corresponding sets of coefficients calculated using a

less accurate but less computationally intensive vortexlattice method. The corrected data were then converted

to the FTP format and uploaded to a Darwin web site,

from which the VMS engineer downloaded them for

installation in the simulation. The data were then

transferred to the simulation host computer, processed

by the FTP, and linked with the simulation.

After incorporating the new data, fixed-base, piloted

simulation comparisons were made between the

baseline simulation model from 1997 and the two sets

of aerodynamic data updated using CFD. Flight tasks

involved operations on a short-takeoff-and-landing

(STOL) runway and aboard an LPH assault ship.

Results

This test successfully demonstrated the effectiveness of the RITE process, integrating otherwise

separate design phases in order to streamline the

aeronautical design process. The VMS efficiently

imported data from another research facility, incorporated the data, and simulated three variations of an

aircraft model. Differences were observed in the

aircraft’s top speed, trim angle-of-attack, and trim

canard setting. As expected, little difference was

seen in the longitudinal handling qualities due to the

robust control system of the subject aircraft.

The procedures and infrastructure established in

the RITE project can also be used to transfer data

generated by wind tunnels or flight test, via Darwin,

into simulation experiments at the VMS.

Development Team

Neal Chaderjian, Karen Gundy, Craig Hange, Terry

Holst, Julie Mikula, David Kinney, Mary Livingston,

Shishir Pandya, Joan Walton, NASA ARC; Jorge

Bardina, Caelum Research; John Bunnell, William

Chung, Ron Gerdes, Robert Morrison, Logicon/LISS

This project developed a streamlined process for importing data into the VMS from other aeronautical research facilities.

A demonstration imported CFD data (illustrated at left) into the VMS to modify the simulated vehicle (right).
Aviation Systems Research, Technology, & Simulation Division 37

Summary

The VMS Modernization project will increase the

reliability and maintainability of the VMS by replacing

major system elements using improved designs and

modern components.

Background

The VMS is the largest amplitude flight simulator in

the world and provides unparalleled high-fidelity

motion. Since the first simulation in 1981, the VMS

has become the premiere motion flight research

simulation facility in the country and has filled a

demanding two-shift schedule. The exemplary

performance of the VMS is now threatened due to its

high use and aging components. While maintenance

and repair costs are rising, system reliability is falling.

Numerous electrical and electronic components of

the VMS are out of date, and some replacement

components are no longer available. Mechanical

components and drives are also showing signs of

wear and are nearing the end of their design life.

Simulation is a low-cost alternative to the everincreasing high cost of aircraft testing and training

research. Hence, the aeronautical industry is turning

more and more to cost-effective simulation to fulfill its

testing and research requirements. Since its inception, the VMS has been the benchmark for largeamplitude motion, and the VMS modernization

project will keep the VMS at the forefront of simulation.

Project Phases and Milestones

The project is divided into the following phases:

• Management Planning

• Studies

• Maintenance Requirements Documentation

• Design

• Procurement

• Construction

• Installation

• Test and Verification

To minimize the impact to the simulation schedule,

the period for installation and verification will be kept

as short as possible.

System Improvements

The major system improvements will include:

• Motion Drives—electrical, mechanical, and

control work on all six axes of motion

VMS Modernization

• Motion Drive Power—installation of new transformers, switchgear, and solid-state components

to replace the power distribution system and

motor-generator set

• Control System—programmable, digital control

system to replace the analog and relay control

systems

Benefits

The VMS Modernization is projected to result in

many benefits:

• 25% reduction in maintenance costs

• 30% increase in peak accelerations

• 50% increase in bandwidth

• Improved overall system fidelity

The VMS Modernization project affects one of the

nation’s premier aeronautical research facilities. With

these improvements, the VMS will continue to serve

to its full potential in the years to come.

See http://vmsproject.arc.nasa.gov/vms1.html for

more information.

An extensive project at the VMS will modernize power,

drive, and control components to increase reliability and

maintainability.
38 Aviation Systems Research, Technology, & Simulation Division

Flight Management System Upgrade

This upgrade enables the evaluation of system

improvements to include curved segments and variable

final approach lengths in approach procedures.

Summary

The Flight Management System avionics software

in the Advanced Concepts Flight Simulator continues

to be upgraded to support ongoing advanced airspace operations and automation research at Ames.

This year’s development effort focused on providing

additional capabilities to support advanced terminal

approach procedures using curved segments and a

Variable Final Approach Length function.

Introduction

The Flight Management System (FMS) in a

modern glass-cockpit transport aircraft is an on-board

computing system that greatly simplifies flight planning, navigation, and guidance aspects of piloting an

aircraft. This system, which has become indispensable for long-distance and oceanic flights, can still be

cumbersome for terminal-area operations when the

pilot workload is generally higher. This is partly due to

a dated user interface, but mainly due to the complicated keystroke inputs and response verification

required for effecting flight plan modifications.

Any improvements in clearance entry automation

will have welcome benefits in reducing pilot workload

as well as eliminating the possibility of pilot entry

errors. From the Air Traffic Controller perspective, the

Ames-developed Center TRACON Automation

System (CTAS) assists in optimally scheduling arrival

traffic both in terms of maximizing capacity of the

destination runways and providing the most efficient

route for a given aircraft. The arrival and approach

route structures must be flexible for effective

interoperability.

Development

The Variable Final Approach Length (VFAL) is one

of the mechanisms being researched at Ames to

provide variable approach length routes to the

runway. This is accomplished by utilizing a combination of curved and straight length segments. The

CTAS algorithms would typically define this route for

a given aircraft based on other arriving traffic. This

route-change information would then be sent to the

FMS via datalink.

The FMS development project has provided the

algorithmic and software modifications to let the FMS

handle approach procedures that include embedded

VFAL segments. A prototype for this FMS function

was initially developed in the miniACFS development

system and then integrated and verified in one of the

simulator configurations.

Several other lateral and vertical flight planning

improvements have also been implemented based

on the pilot feedback from the CTAS/FMS Data Link

study completed in the past year.

Results

The terminal-area approach procedure enhancements to the FMS will allow the experimenter wider

flexibility in approach design. This function, combined

with associated cockpit datalink features being

developed, will be used in a follow-on study of the

CTAS/FMS Data Link study.

Development Team

Ramesh Panda, ManTech

Mietek Steglinski, Steglinski Engineering
Aviation Systems Research, Technology, & Simulation Division 39

Martian Airplane Visualization

In 2003, the Kitty Hawk will be released from a Martian

probe to record data in multiple formats.

Summary

Valles Marineris, the Grand Canyon of Mars, will

be explored by aircraft on December 17, 2003. The

craft’s mission is to help scientists determine how the

canyons formed and subsequently evolved. A virtual

reality demonstration of this flight was created to

allow visualization of the craft’s journey.

Introduction

The Mars Airborne Geophysical Explorer (MAGE)

has been proposed to NASA’s Discovery Program for

launch in May, 2003. The MAGE aircraft, Kitty Hawk,

would carry a payload of gravity, magnetic, and

electric field sensors; an infrared imaging spectrometer; and a laser altimeter. It would also carry still and

video cameras on the 3-hour, 1100-mile flight over

the canyons.

Valles Marineris (Mariner Valley) is a valley system

that dwarfs the Grand Canyon of Earth by a factor of

ten or more. It reaches depths of 10 miles and widths

of 100 miles. The Kitty Hawk will fly under its own

power for a few hours, radioing pictures to a probe in

Mars orbit, and then it will crash.

Performance

An aircraft visual model and a visual terrain

database were developed for use on the Flight Safety

Vital VIIIi visual system. The Mars aircraft was made

selectable on either the B747-400 Flight Simulator or

the Advanced Concepts Flight Simulator from the

Experimenter Operator Station.

The terrain database contains a 400-by-400 mile

section of the Valles Marineris and was compiled

from data collected on the Viking missions. A sample

data set was extracted from the Mars Digital Elevation Model created by the U.S. Geological Survey.

The database has a grid spacing of approximately 10

miles.

The terrain was covered with geo-specific texture

maps. The texture was taken from Viking pictures

that have been orthorectified (mapped to actual Mars

coordinates). With a resolution of 1.28 miles per

pixel, the texture maps look best from above 20,000

feet, which meets the requirements for the high-flying

Mars airplane. The San Francisco Airport model was

added to the database to provide a familiar object to

aid in the correct perception of the size of the Valles

Marineris.

Results

One factor identified is the size of the canyon.

Valles Marineris is so immense that the aircraft

appeared to be standing still even though it was

moving at 300 knots.

The landscape is also variable. If the aircraft flies

from the top of the canyon wall until it is over the

bottom of the canyon, the distance traveled is only 25

miles, but the elevation drops 4 miles. If the aircraft

flies another 25 miles, a ridge measuring 13,000 feet

appears.

Developer

David Brown, ManTech
40 Aviation Systems Research, Technology, & Simulation Division

Navigational Database Upgrade

Visual Omni-Directional Ranges (VORs) are just one

element that can be automatically updated as a result of

the Navigational Database Upgrade.

Summary

The purpose of the Navigational Database Upgrade is to create an automated process for compiling the three navigational databases utilized by the

Advanced Concepts Flight Simulator. All required

data for the continental U.S. will be available to

compile up-to-date files for the Navigation Facilities,

Flight Management System, and Navigation Display.

Introduction

The navigational database of the Advanced

Concepts Flight Simulator (ACFS) must be updated

periodically to reflect changes in the real world. For

example, magnetic variation changes over time, and

the database needs to be updated periodically to

prevent inconsistencies that would be a source of

problems in navigation.

Another problem is that changes occur constantly

in the thousands of navigational aids (navaids) that

exist. The ACFS navigational database could not be

automatically updated with the navaid changes

purchased from Jeppesen Sanderson, Inc. The task

of manually updating the navaids for each experiment was tedious and time consuming.

Performance

This upgrade involved creating a program to read

the updated Jeppesen files, compare them with the

records in the navigational database, and replace

any outdated records. There are separate databases

for the following systems:

1. Navigational Displays—These display Visual

Omni-Directional Ranges (VORs), way points, and

airports. Only VORs and way points have been

added in this upgrade. Airports will be added in a

later upgrade.

2. Flight Management System—This system has a

database of airports and runways. The airports

database is now upgraded automatically. The

runways database will be added in a future

upgrade.

3. Navigational Database—The Auto-Flight System

uses an Instrument Landing System and marker

beacons for flying the aircraft. This database is

now updated by Jeppesen data.

4. Experimenter Operator Station—This graphical

user interface (GUI) uses a database to reposition

the aircraft to various airports. The database is

currently edited by hand and will be upgraded in

the future.

5. Visual System—The Flight Safety Vital VIIIi visual

system has the capability to build a generic airport

given the runway length, width, type of lighting,

and a few other parameters. The database

needed to support this feature will be added in a

future upgrade.

Results

Phase I of the upgrade was successfully completed and has added programmability and functionality to the facility.

Development Team

David Brown, John Guenther, ManTech
Aviation Systems Research, Technology, & Simulation Division 41

Air Traffic Control Upgrade

Route Traffic Manager, one of two systems being

considered for the Air Traffic Control Upgrade, generated

this display.

Pseudo Aircraft System configurations are easy to

generate and even easier to understand.

Summary

A number of technologies have been considered

for upgrading the CVSRF’s Air Traffic Control Simulator. Two options currently under evaluation are the

Pseudo Aircraft System and Route Traffic Manager.

Introduction

It has been recognized for some time that an

upgrade to the Air Traffic Control (ATC) Laboratory

would eventually be required. A project was therefore

initiated to determine the viable possibilities. Options

from rehosting the original application up to and

including acquiring an entirely new simulation are

under examination. As part of an ongoing investigation of suitable technologies, two candidate systems

have been examined and used with actual experiments. These are the Pseudo Aircraft System (PAS)

and Route Traffic Manager (RTM).

Performance

PAS configurations consist of a number of components, including controller displays and pseudo-pilot

stations. The components can be configured using a

relatively simple graphical interface that automatically

generates and saves the information required to run

the components as an integrated system.

It is possible to run multiple, independent PAS

sessions in or out of the ATC Lab, which enables the

simultaneous execution of several experiments. The

ultimate goal is to provide for interoperability with any

simulator that implements High Level Architecture

(HLA) software.

Current versions of PAS do not have the capability

of providing realistic ground traffic. RTM has capabilities that PAS lacks and is capable of providing a

certain amount of rudimentary airborne traffic simulation.

PAS and RTM have been integrated with the

simulator visual systems to the point where extremely

complex patterns of airborne or ground traffic with

independent and intricate behavior patterns can be

produced for a given simulation. Initial indications are

that investigators have minimal trouble designing

complex traffic scenarios for experiments with either

PAS or RTM.

Results

Both PAS and RTM have now been used during

actual experiments with generally satisfactory results.

There are a number of areas that require improvement, and the question of integrating air and ground

traffic operations must still be addressed. System

evaluation continues.

Development Team

Rod Ketchum, Joseph King, Jr., Ian MacLure, Craig

Pires, Ghislain Saillant, ManTech
42 Aviation Systems Research, Technology, & Simulation Division

Summary

During the Fiscal Year 1999, more than eighty

computer and networking systems were upgraded to

meet NASA Ames Year 2000 Compliance Standards

at the CVSRF.

Introduction

All CVSRF computer systems, network systems,

and electronic subsystems were evaluated and

tested for Year 2000 (Y2K) compliance. As expected,

most systems required modification and, in some

cases, replacement to meet Ames Y2K Compliance

Standards. The overall project was separated into

three smaller, more manageable projects.

The B747-400 simulator required an upgrade of

the proprietary CAE Inc. software. This project was

accomplished through a contract with CAE, the

simulator manufacturer, and is documented elsewhere in this report.

The CVSRF Air Traffic Control (ATC) Laboratory

required a major upgrade to the Digital VAX computer system to meet Y2K Compliance Standards.

Due to the scope of this effort and to other limitations

with the aging ATC Lab, a project was initiated to

replace the current ATC with a Y2K-compliant ATC

based on the Pseudo Aircraft System (PAS). This

project is also documented elsewhere in this report.

CVSRF Year 2000 Compliance Upgrades

This write-up addresses the third project, which

entailed the procurement and integration of new

networking equipment, computers, and operating

system upgrades.

Performance

The most extensive upgrade of this project was to

the CVSRF Ethernet network. This required changing

the central router and Ethernet hub. The manufacturer of the existing Alantec router would not support

a Y2K upgrade. The router was replaced with a Cisco

Catalyst 5500 Switch with an internal RSM Router

Module. This provides all of the functionality of the

previous system and allows for future growth. A

phased plan was followed in integrating the Catalyst

5500 to minimize network downtime as well as to test

new and existing networks. The Catalyst 5500 was

ordered in August 1998, was installed in October

1998, and finished migration in January 1999.

Other computer Y2K upgrades included the

following systems:

• 50 Silicon Graphics, Inc. Systems

• 3 IBM RS-6000 Systems

• 2 SUN Systems

• 3 ASTi Aural Cue/Communications Systems

• 2 Xylogics Terminal Servers

• 2 Flight Safety International (FSI) Vital VIIIi Visual

System Motorola Computers

• 4 IBM Personal Computers

• 40 Apple Macintosh Computers

The largest single operating system upgrade was

the installation of the IRIX 6.5 in the 50 SGI computer

systems.

Results

 Verification and validation in accordance with the

Ames Y2K Compliance Standards were successfully

accomplished. When appropriate, vendor Y2K

compliance certificates and Y2K test results were

requested and verified. The NASA-developed

Advanced Concepts Flight Simulator was verified in

house by performing time warp tests according to

Ames Y2K testing standards.

Development Team

Craig Pires, Terry Duncan, ManTech

Numerous computer and networking systems at the CVSRF

were upgraded in preparation for the year 2000.
44 Aviation Systems Research, Technology, & Simulation Division

Acronyms

AATT ..................................................... Advanced Air Transportation Technologies

ACAH .................................................... attitude command/attitude hold

ACFS .................................................... Advanced Concepts Flight Simulator

AGIE ..................................................... Air-Ground Integration Experiment

AFDD .................................................... Aeroflightdynamics Directorate, U.S. Army

APU....................................................... auxiliary power unit

ARAT ..................................................... Advanced Route Assessment Tool

ARC ...................................................... Ames Research Center

ASTi ...................................................... Advanced Systems Technology Incorporated

ASTOVL ................................................ advanced short takeoff/vertical landing

ATC ....................................................... Air Traffic Control

ATTC ..................................................... Aviation Technical Test Center

B747...................................................... Boeing 747

CDA ...................................................... concept demonstrator aircraft

CDTI...................................................... Cockpit Display of Traffic Information

CFD....................................................... computational fluid dynamics

CTAS ..................................................... Center TRACON Automation System

CTR....................................................... Civil Tiltrotor

CVSRF .................................................. Crew-Vehicle Systems Research Facility

DASE .................................................... dynamic aeroservoelastic

DIMSS................................................... Dynamic Interface Modeling and Simulation Systems

DOD ...................................................... Department of Defense

DOF ...................................................... degree of freedom

DVE....................................................... degraded visual environment

EMM...................................................... electronic moving map

FAA ....................................................... Federal Aviation Administration

FAATC ................................................... Federal Aviation Administration Technical Center

FAST ..................................................... Final Approach Spacing Tool

FB ......................................................... fixed-base

FMS ...................................................... Flight Management System

FTP ....................................................... Function Table Processor

GPS ...................................................... Global Positioning System

GTMS.................................................... Ground Taxi Motion Sickness

GUI........................................................ graphical user interface

HelMEE ................................................. Helicopter Maneuver Envelope Enhancement

HLA ....................................................... High Level Architecture

HSCT .................................................... High-Speed Civil Transport

HSR ...................................................... High-Speed Research

HUD ...................................................... head-up display

ICAB...................................................... Interchangeable Cab

IFPCS ................................................... Intelligent Flight and Propulsion Control System

IFR ........................................................ instrument flight rules

ISO ........................................................ International Organization for Standardization

JSC ....................................................... Johnson Space Center

JSF........................................................ Joint Strike Fighter

JSHIP .................................................... Joint Shipboard Helicopter Integration Process

LASCAS ................................................ Limited-Authority Stability and Control Augmentation System

LHD ....................................................... Landing Helicopter Deck

LISS ...................................................... Logicon Information Systems and Services

LPH ....................................................... Landing Platform Dock

MAGE ................................................... Mars Airborne Geophysical Explorer

NASA .................................................... National Aeronautics and Space Administration
Aviation Systems Research, Technology, & Simulation Division 45

NASA ARC ............................................ NASA Ames Research Center

NTPS .................................................... National Test Pilot School

OFZ ....................................................... Obstacle Free Zone

PAS ....................................................... Pseudo Aircraft System

PCA....................................................... Propulsion Controlled Aircraft

PERCLOS ............................................. Percent Closed

PNVS .................................................... Pilot Night Vision Sensor

PWSC ................................................... Primary Weapons Systems Concept

RASCAL................................................ Rotorcraft Aircrew Systems Concepts Airborne Laboratory

RAT ....................................................... Route Assessment Tool

RDE ...................................................... Remote Development Environment

RITE ...................................................... Rapid Integration Test Environment

RNAV .................................................... area navigation

RNP ...................................................... Required Navigational Performance

ROTO .................................................... roll-out and turn-off

RTM ...................................................... Route Traffic Manager

SCAS .................................................... stability and control augmentation system

SGI ........................................................ Silicon Graphics, Inc.

SimFR ................................................... Simulation Fidelity Requirements

SJSU ..................................................... San Jose State University

SSV ....................................................... Space Shuttle Vehicle

STOVL .................................................. short takeoff/vertical landing

T-NASA ................................................. Taxiway Navigation and Situation Awareness

TAL ........................................................ Transoceanic Abort Landing

TAP ....................................................... Terminal Area Productivity

TCAS .................................................... Traffic Alert and Collision Avoidance System

TCP/IP .................................................. Transmission Control Protocol/Internet Protocol

TERPS .................................................. Terminal Procedures

TRACON ............................................... Terminal Radar Approach Control

U.K. ....................................................... United Kingdom

VFAL ..................................................... Variable Final Approach Length

VLAB ..................................................... Virtual Laboratory

VMS ...................................................... Vertical Motion Simulator

VOR ...................................................... Visual Omni-Directional Range

VSD....................................................... Vertical Situation Display

Y2K ....................................................... Year 2000
46 Aviation Systems Research, Technology, & Simulation Division

A very brief description of the Aviation Systems Research, Technology, & Simulation

Division facilities follows. More detailed information can be found on the world wide web at:

http://www.simlabs.arc.nasa.gov

Boeing 747-400 Simulator

This simulator represents a cockpit of one of

the most sophisticated airplanes flying today.

The simulator is equipped with programmable

flight displays that can be easily modified to

create displays aimed at enhancing flight crew

situational awareness and thus improving

systems safety. The simulator also has a fully

digital control loading system, a six degree-offreedom motion system, a digital sound and

aural cues system, and a fully integrated

autoflight system that provides aircraft guidance

and control. It is also equipped with a weather

radar system simulation. The visual display

system is a Flight Safety International driven by

a VITAL VIIIi. The host computer driving the

simulator is one of the IBM 6000 series of

computers utilizing IBM’s reduced instruction set

computer (RISC) technology. An additional IBM

6000 computer is provided solely for the purpose of collecting and storing data in support of

experiment studies.

The 747-400 simulator provides all modes of

airplane operation from cockpit preflight to

parking and shutdown at destination. The

simulator flight crew compartment is a fully

detailed replica of a current airline cockpit. All

instruments, controls, and switches operate as

they do in the aircraft. All functional systems of

the aircraft are simulated in accordance with

aircraft data. To ensure simulator fidelity, the

747-400 simulator is maintained to the highest

possible level of certification for airplane simulators as established by the Federal Aviation

Administration (FAA). This ensures credibility of

the results of research programs conducted in

the simulator.

Advanced Concepts Flight Simulator

This unique research tool simulates a generic

commercial transport aircraft employing many

advanced flight systems as well as features

existing in the newest aircraft being built today.

The ACFS generic aircraft was formulated and

sized on the basis of projected user needs

beyond the year 2000. Among its advanced

flight systems, the ACFS includes touch sensitive electronic checklists, advanced graphical

flight displays, aircraft systems schematics, a

flight management system, and a spatialized

aural warning and communications system. In

addition, the ACFS utilizes side stick controllers

for aircraft control in the pitch and roll axes.

ACFS is mounted atop a six degree-of-freedom

motion system.

The ACFS utilizes SGI computers for the host

system as well as graphical flight displays. The

ACFS uses visual generation and presentation

systems that are the same as the 747-400

simulator’s. These scenes depict specific airports and their surroundings as viewed at dusk,

twilight, or night from the cockpit.

Air Traffic Control Laboratory

The Air Traffic Control (ATC) environment is a

significant contributor to pilot workload and,

therefore, to the performance of crews in flight.

Full-mission simulation is greatly affected by the

realism with which the ATC environment is

modeled. From the crew’s standpoint, this

environment consists of dynamically changing

verbal or data-link messages, some addressed

to or generated by other aircraft flying in the

immediate vicinity.

The CVSRF ATC Laboratory is capable of

operating in three modes: stand-alone, without

participation by the rest of the facility; single-cab

mode, with either advanced or conventional cab

participating in the study; and dual-cab mode,

with both cabs participating.

Appendix

Simulation Facilities
Aviation Systems Research, Technology, & Simulation Division 47

Vertical Motion Simulator Complex

The VMS is a critical national resource supporting the country’s most sophisticated aerospace R&D programs. The VMS complex offers

three laboratories fully capable of supporting

research. The dynamic and flexible research

environment lends itself readily to simulation

studies involving controls, guidance, displays,

automation, handling qualities, flight deck

systems, accident/incident investigations, and

training. Other areas of research include the

development of new techniques and technologies for simulation and the definition of requirements for training and research simulators.

The VMS’ large amplitude motion system is

capable of 60 feet of vertical travel and 40 feet

of lateral or longitudinal travel. It has six independent degrees of freedom and is capable of

maximum performance in all axes simultaneously. Motion base operational efficiency is

enhanced by the Interchangeable Cab (ICAB)

system. These five customizable cabs simulate

ASTOVL vehicles, helicopters, transports, the

Space Shuttle orbiter, and other designs of the

future. Each ICAB is customized, configured,

and tested at a fixed-base development station

and then either used in place for a fixed-base

simulation or moved on to the motion platform.

Digital image generators provide full color

daylight scenes and include six channels,

multiple eye points, and a chase plane point of

view. The VMS simulation lab maintains a large

inventory of customizable visual scenes with a

unique in-house capability to design, develop

and modify these databases. Real-time aircraft

status information can be displayed to both pilot

and researcher through a wide variety of analog

instruments, and head-up, head-down or helmet-mounted displays.
For additional information, please contact

A. D. Jones

Associate Chief, Simulations

Aviation Systems Research, Technology, & Simulation Division

(650) 604-5928

E-mail: adjones@mail.arc.nasa.gov