NASA/TM—2013–216043

Mission Information and Test Systems 

Summary of Accomplishments, 2011

Sean E. McMorrow and Roberta B. Sherrard

Dryden Flight Research Center, Edwards, California

 

February 2013
NASA STI Program ... in Profile

Since its founding, NASA has been dedicated 

to the advancement of aeronautics and space science. 

The NASA scientific and technical information (STI) 

program plays a key part in helping NASA maintain 

this important role.

The NASA STI program operates under the auspices 

of the Agency Chief Information Officer. It collects, 

organizes, provides for archiving, and disseminates 

NASA’s STI. The NASA STI program provides access 

to the NASA Aeronautics and Space Database and its 

public interface, the NASA Technical Reports Server, 

thus providing one of the largest collections of 

aeronautical and space science STI in the world. 

Results are published in both non-NASA channels and 

by NASA in the NASA STI Report Series, which 

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NASA/TM—2013–216043

Mission Information and Test Systems 

Summary of Accomplishments, 2011

Sean E. McMorrow and Roberta B. Sherrard

Dryden Flight Research Center, Edwards, California

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National Aeronautics and

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Dryden Flight Research Center

Edwards, CA 93523-0273

February 2013
 

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v

Preface

The Mission Information and Test Systems Directorate (Code M) annual report for 2011 showcases the 

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

mission statements.

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

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

Exploration through flight by evolving efficient and effective mission, information, and test 

systems. 

Facilities and Assets

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

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

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

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

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

integration and closed-loop verification and validation testing of vehicle components and flight vehicles. 

Also available are complete aircraft ground-support services including all electrical, hydraulic and 

cooling-air systems required for vehicle-system integration, functional checks, and routine aircraft 

maintenance.

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

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

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

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

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

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

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

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

control center and archived in a post-flight storage area.

The Flight Loads Laboratory (FLL) was constructed at the National Aeronautics and Space 

Administration (NASA) Dryden Flight Research Center in 1964 as a unique national laboratory to 

support flight research and tests of aircraft structures. The FLL conducts mechanical-load and thermal 

studies of structural components and complete flight vehicles in addition to performing calibration tests of 

vehicle instrumentation for real-time determination flight loads. Mechanical loads and thermal conditions 

can be applied either separately or simultaneously to represent combined thermal-mechanical load 

conditions. The FLL can be used to test aerospace structures from subsonic through hypersonic flight 

regimes.

The Consolidated Information Technology Center is Dryden’s new 22,000-square-foot facility is a stateof-art facility that consolidates all information technology (IT) services to enable reliable, secure, and 

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

and storage.

Code M Branches

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

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

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

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

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

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

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

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

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

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

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

Code MT—The Technical Laboratory Services Branch supports Structures Engineering in the Flight 

Loads Laboratory and Simulation Engineering in the Research Aircraft Integration Facility. The core 

group consists of Electronic Technicians and Engineering Technicians (Mechanical), who perform the 

operations, maintenance, buildup, instrumentation, testing, troubleshooting, and data collection of test 

articles, flight hardware, flight simulators, and the laboratory test equipment.
vii

Table of Contents

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

Positional Awareness Map3D................................................................................................. 2

Chapter 10 Tools..................................................................................................................... 4

WINGS Dual RSO Station...................................................................................................... 6

Global Hawk KQ-X ................................................................................................................ 7

Ikhana Build-up and Test, Part of ADS-B.............................................................................. 8

Phantom Eye and Phantom Ray Supported Installation, 

Integration, and Testing of Unique Data Links ...................................................................... 9

Enhanced Flight Termination System....................................................................................10

Simulation Engineering ...............................................................................................................11

Automatic Ground Collision Avoidance System – An Android OS Implementation...........12

SOFIA Hardware-In-the-Loop Simulation Laboratory .........................................................13

F-18 Test Bench.....................................................................................................................15

PCI MultiFunction I/O Card Driver.......................................................................................17

F-18 PCM Simulator..............................................................................................................18

Small UAV Automatic Ground Collision Avoidance System User Interface.......................20

Digital Strip Chart..................................................................................................................22

Heads Down Display System.................................................................................................24

NESC Model Exchange .........................................................................................................26

Information Services....................................................................................................................29

Data Center Transition...........................................................................................................30

Agency CBI Integration.........................................................................................................32

DFRC Emergency Operations Center....................................................................................34

I3P NICS Transition ..............................................................................................................35

DFRC/DAOF Code MI Short-Term External Partner Support .............................................36

DFRC Simulation Lab Network Infrastructure Upgrade and Modernization .......................38

DAOF Code MI Large Conference Room.............................................................................39

Ikhana GCS Accreditation and Authorization .......................................................................41

Online Dryden Information Exchange...................................................................................42

Remote Desktop Services......................................................................................................43

SOFIA Compilation...............................................................................................................44

Aircraft Work Order System..................................................................................................45

Range Operations.........................................................................................................................47

Western Aeronautical Test Range (WATR) Operational Test ..............................................48

WATR Data Path Acquisition to Test Engineer....................................................................49

Telemetry Systems.................................................................................................................50

Time Space Position Information Systems............................................................................52

Video Systems .......................................................................................................................54

RF Communications Systems................................................................................................56

Ground Voice Communications Systems..............................................................................58

Data Distribution Systems.....................................................................................................59

WATR Mobile Operation Facility Systems...........................................................................60

Real-Time Data Processing/Monitoring Systems..................................................................62

Range Safety Ground Systems...............................................................................................64

Technical Laboratory Services ....................................................................................................67
viii

Structurally Integrated Thermal Protection System...............................................................68

Phantom Eye Ground Vibration Test/Structural Moment of Inertia .....................................70

G-III Aircraft..........................................................................................................................71

Photogrammetry System to Temecula Temporary Duty .......................................................72

Stratospheric Observatory for Infrared Astronomy ...............................................................73

Dynamic Inertia Measurement Test.......................................................................................74

X-48 Mass Properties Testing................................................................................................75

HyperSonic Vehicle Test Article ...........................................................................................76

F-18 Test Bench.....................................................................................................................77

Simulation Electric Stick and Cockpit Interface Unit............................................................79

Mobile Cockpit Build ............................................................................................................81

Blended Wing Body (X-48B) Aircraft ..................................................................................83

Consolidated Information Technology Center (CITC)................................................................85

Flight Loads Laboratory ..............................................................................................................87

Research Aircraft Integration Facility (RAIF).............................................................................89

Western Aeronautical Test Range (WATR)................................................................................91

2011 Awards, Recognition, and Conference Papers....................................................................95
1

Range Engineering

Code MC is the Range Engineering Branch of the Western Aeronautical Test Range (WATR), which is 

part of the National Aeronautics and Space Administration’s Dryden Flight Research Center (Edwards, 

California). Code MC provides flight-test range development services and maintains two mission control 

centers (fig. 1). The major services that the Range Engineering Branch performs are range systems 

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

 Photo courtesy: NASA/Robert Guere

Figure 1. Mission Control Center 2.
2

Positional Awareness Map3D

Summary

Positional awareness in the Mission Control Center (MCC) is a crucial aspect associated with real-time 

mission support. During a flight, it is important for personnel in the MCC to know where the aircraft is, if 

the aircraft is entering a restricted area, whether or not the aircraft is following the expected flight path, et 

cetera. Advances in computing and high resolution imaging have provided the tools to create more robust 

and precise mapping applications. These advances in hardware and software have generated a need for 

improvements in the MCC positional awareness capability, resulting in the development of the Positional 

Awareness Map3D (PAM3D) application.

The primary objective of the PAM3D software development is to replace the current outdated 2-

dimensional (2D) positional awareness mapping application (fig. 1) in the MCC of the National 

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

This application must provide the functionality of the original system, while adding improvements such 

as high resolution imagery and a 3-dimensional (3D) display capability (fig. 2).

Before development, a study was conducted on various commercial off-the-shelf (COTS) mapping 

products to determine if COTS software could be utilized to minimize development time for specialized 

requirements. Once the study of COTS products was completed, the decision was made to purchase 

Analytical Graphics Incorporation’s (AGI) (Exton, Pennsylvania) Satellite Tool Kit (STK) because of its 

2D and 3D capabilities, accurate positional information, terrain mapping, and ability to develop 

customized configuration files. An agile software development approach was applied to the PAM3D

development, following NASA and Dryden software development processes.

Figure 1. Current 2D mapping application, GRIM.
3

Figure 2. PAM3D 2D and 3D windows.

Contacts

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

Matt Cheung, DFRC, Code MC, (661) 276-5226
4

Chapter 10 Tools

Summary

The Western Aeronautical Test Range (WATR) of the National Aeronautics and Space Administration 

(NASA) Dryden Flight Research Center (DFRC) (Edwards, California) concurrently supports flight 

testing and research for multiple projects. Projects commonly record data on board the research vehicle on 

a Chapter 10 compliant data recorder. Chapter 10 is a digital recording standard and is part of the InterRange Instrumentation Group (IRIG) 106 standards. As part of the Dryden flight research environment, 

real-time data is converted after a flight to a Dryden standard format (CMP4). CMP4 is a compressed file 

format that contains descriptive information about its contents. For Chapter 10 files this conversion 

requires the use of commercially available software to read the Chapter 10 files and in-house developed 

software to convert the output from the Chapter 10 reader software to the CMP4 file format. These CMP4 

files are then transferred to a central storage system and made available across the Dryden campus to 

flight researchers.

Different vendors of Chapter 10 recorders produce files with minor variances and errors. The most 

common error found within vendor files are time errors. It appears that most recorders have difficulty 

writing the data to the file within one second. Since the use of Chapter 10 recorders across the center is 

growing, the WATR determined that there was a need to generate a tool that would take any of the 

Chapter 10 files received from any project and convert them into a Chapter 10 file that the WATR 

software reader could accept.

The objective of Chapter 10 Tools is to identify and correct the following: Chapter 10 file-structure 

errors, Telemetry Attributes Transfer Standard (TMATS) errors, time errors, packet errors, and data type 

errors. Although the focus of the WATR was to generate a Chapter 10 file that the WATR’s reader would 

accept, the solution should also be able to produce a file that any Chapter 10 file reader would accept.

The WATR started architecting a solution by gathering requirements and laying out some basic ground 

rules. It was decided that the most effective approach would be to use a modular software design with a 

plug-in architecture. The plug-in architecture was used for the part of the application referred to as the 

data type modules. The data type modules are modules that detect and correct errors in data packets. The 

data types supported by Chapter 10 include pulse code modulation (PCM), 1553, ARINC-429, time, 

video, Ethernet, analog, discrete, computer generated, message, image, UART, IEEE 1394, and parallel. 

For the first release the computer generated and time data type capabilities were implemented.

The application is segmented into five primary functional areas; the Chapter 10 reader, the TMATS 

module, the controller, the channel pipelines, and the Chapter 10 writer. See figure 1 for an illustration of 

the functional areas and their relationships.

The Chapter 10 Reader:

• Reads data from the original Chapter 10 file.

• Detects and corrects errors in the Chapter 10 headers and trailers.

• Strips the data type body from the packets and passes them to the channel pipelines.

The TMATS Module:

• Detects and corrects errors in the TMATS section.

• Provides users the ability to manually correct errors.

• Provides the corrected TMATS information to the controller.
5

The Controller:

• Receives setup information from the user (channels to be process, start times, end times, type of 

error correction to be performed, et cetera).

• Configures the channel pipelines.

• Passes information necessary for the correct processing of the data to the data type modules.

The Channel Pipelines:

• Each data type has its own pipeline.

• Each pipeline has a packet reader/writer and blocking queues to control the flow of data.

• The data type processing module detects and corrects errors for that data type. The modules are 

often referred to as filters because errors are removed from the file.

The Chapter 10 Writer:

• The Chapter 10 writer gathers the packet bodies from all of the channel pipelines and assembles

them into a valid Chapter 10 packet before writing them out to the new Chapter 10 file.

Figure 1. Chapter 10 Tools data flows.

The application prototype and paper were presented at the International Telemetry Conference (ITC) in 

October 2011. Version 1.0 of the application is currently in the functional test cycle of verification and 

validation (V&V). The Chapter 10 Tools application is expected to be released in 2012.

Contacts

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

Matt Cheung, DFRC, Code MC, (661) 276-5226
6

WINGS Dual RSO Station

Summary

Unmanned aerial vehicles (UAVs) have become increasingly important research vehicles at Dryden

Flight Research Center (Edwards, California). UAVs have special safety concerns because they lack a 

pilot onboard to address unexpected events that may occur. In order to address these concerns the 

Western Aeronautical Test Range (WATR) developed, as part of their WATR Integrated Next Generation 

System (WINGS) a dual Range Safety Officer (RSO) capability. An RSO monitors the location and status 

of the vehicle throughout the flight in order to insure public safety. Should a potentially hazardous 

situation arise, the RSO is able to terminate the flight of the vehicle. The WINGS Dual RSO Station is a 

scaled down version of the Dryden Mission Control Center (MCC), providing the basic capabilities of the 

MCC with reduced display requirements, but having the additional capability of supporting two Range 

Safety Officers. 

The objective of the dedicated RSO station is to address the need for RSO missions. RSO missions are 

missions that only require the RSO functionality. The Dual RSO Station allows the project to avoid the 

cost of having to bring up a MCC room just to obtain the RSO functionality.

The Dual RSO Station was developed in accordance with documented WATR procedures for 

compatibility with other WATR infrastructure. The design was based on requirements and past 

experiences from the various range safety user community members, who operate disparate environments 

without a common set of interfaces. 

The WINGS Dual RSO Station is in operational status and has been used to support multiple real-time 

missions for UAV operations. The RSO station has also been used as a standalone test safety station, 

where ground controllers were able to support some of the piloted missions that did not require full MCC

support.

Contacts

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

Russ James, DFRC, Code MC, (661) 276-3070
7

Global Hawk KQ-X

Summary

The Dryden Flight Research Center (Edwards, California) Global Hawk aircraft served as the platforms 

for the KQ-X project with Northrop Grumman (Falls Church, Virginia). These preliminary flights brought 

the project closer to demonstrating the first autonomous aerial refueling between two unmanned, highaltitude aircraft. Several demonstration flights were conducted before the close formation flight, which 

included tanker and receiver first flights, and a distant formation flight. The Code MC team ensured that 

all safety precautions and measures were taken when preparing for, and conducting all of the ground and 

flight demonstrations. Code MC performed extensive analysis, simulations, laboratory, and ground tests 

as well as multiple safety review boards for the project, as well as assisting with the ground and flight 

demonstration.

In 2011, the program was preparing to demonstrate autonomous fuel transfer between two Global Hawks, 

enabling flights of up to one-week endurance (fig. 1). This project was a follow-on to a 2006 autonomous 

aerial refueling demonstration (AARD) activity that used an F/A-18 Hornet (McDonnell Douglas now 

The Boeing Company, Chicago, Illinois) as a surrogate unmanned aircraft to autonomously refuel via a 

probe and drogue from a Boeing 707 tanker.

 Photo courtesy: Northrop Grumman

Figure 1. Tandem Global Hawk refuel.

Contacts

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

Matt Cheung, DFRC, Code MC, (661) 276-5226
8

Ikhana Build-up and Test, Part of ADS-B 

Summary

Ikhana-supported build-up and testing as part of an automatic dependent surveillance–broadcast (ADS-B) 

integration sub-task under the Unmanned Aircraft Systems (UAS) in the National Airspace System 

(NAS) project. On the ground network side, the Western Aeronautical Test Range (WATR) Range 

Systems Engineers designed, tested, and integrated the interface equipment necessary to ingest ADS-B 

data from the Ikhana unmanned aerial vehicle (UAV) in real-time flights in the R-2508 airspace. This 

requirement was levied against Code MC due to the amount of knowledge of aircraft and ground systems 

capabilities and constraints.

Contacts

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

Russ James, DFRC, Code MC, (661) 276-3070
9

Phantom Eye and Phantom Ray Supported Installation, Integration, 

and Testing of Unique Data Links

Summary

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

California) was selected by The Boeing Company (Chicago, Illinois) to host its flight test operations for 

the Phantom Ray (fig. 1). While at Dryden, the aircraft underwent testing and preparations for its first 

flights as an advanced technology test bed. Dryden provided range operations support by the Mission 

Information and Test Systems team for the project.

Dryden also participated in The Boeing Company’s unmanned hydrogen-powered Phantom Eye (fig. 2)

high-altitude, long-endurance demonstrator aircraft to prepare it for flight tests. Dryden hosted the Boeing 

flight test operation; and provided hangar facilities, engineering, ground test, and test range support for 

the project. 

 Photo courtesy: The Boeing Company

Figure 1. Boeing X-45C Phantom Ray.

 Photo courtesy: The Boeing Company

Figure 2. Boeing Phantom Eye.

Contacts

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

Matt Cheung, DFRC, Code MC, (661) 276-5226
10

Enhanced Flight Termination System

Summary

Flight termination systems (FTS) are installed and integrated on airborne vehicles to protect the public 

from the risks involved with launching and testing airborne vehicles on the United States National Test 

Ranges. The Enhanced Flight Termination System (EFTS) is required to prevent future mishaps on 

airborne vehicles employing flight termination systems by developing airborne and ground hardware to 

replace or upgrade current systems. EFTS has been led via the efforts of the alliance between the Air 

Force Test Center (AFTC) (Edwards, California) and National Aeronautics and Space Administration 

(NASA) Dryden Flight Research Center (DFRC) (Edwards, California) with considerable amounts of 

support from all the United States ranges, industry, and other entities involved with FTS. There exist two 

traditional FTSs, based upon analog radio technology. EFTS is a new system, using digital technology, 

which allows for a significant amount of authentication and encryption. With any FTS, there are chances 

that inadvertent terminations may occur. The significant amount of authentication and encryption that 

EFTS provides helps to minimize those risks.

The goal of the EFTS program is to develop a more robust and secure command link to send commands 

to those vehicles. At NASA DFRC, the traditional FTS is aging. The EFTS equipment replaces the aging 

traditional FTS equipment. In addition, the EFTS upgrades from the traditional analog systems to the 

newer digital system, which allows for the authentication and encryption.

At NASA DFRC, EFTS airborne and ground hardware has been developed and integrated with the FTS. 

In conjunction with the AFTC at Edwards AFB, the Western Aeronautical Test Range (WATR) of NASA 

DFRC is the first range in the world to consistently, operationally support EFTS. The EFTS has been 

operational at NASA DFRC since the first quarter of 2010. NASA DFRC has successfully supported over 

100 EFTS missions, which included ground and flight tests. Four projects have successfully flown EFTS 

equipped missions: Global Observer, X-48/Blended Wing Body, Phantom Ray, and Phantom Eye. A fifth 

project, Dream Chaser, is currently being built up to utilize EFTS for flight test. For all the EFTS projects 

combined, there have been over thirty EFTS flights.

NASA DFRC has also developed an EFTS flight termination receiver (FTR) recertification procedure and 

test set, which follows the Range Commanders Council EFTS testing standard. Recertification of EFTS 

FTRs is needed to ensure that the EFTS FTRs continue to meet operational standards, which ensures the 

full functionality of the EFTS FTRs. This test set has allowed NASA DFRC to continually recertify EFTS 

FTRs every six months, as required by the testing standard.

Being at the forefront of the EFTS community, NASA DFRC is working with many government agencies 

to assist in EFTS range integration across the United States. The development, integration, and testing 

efforts done at NASA DFRC have been presented to the EFTS community. All results from the 

development, integration, and testing at NASA DFRC have also been shared with the EFTS community. 

The lessons learned at NASA DFRC have been conveyed to the EFTS community to help advance the 

technology and ease the integration and utilization of the technology within the EFTS community. As a 

result, all ranges in the United States have utilized the knowledge from NASA DFRC, have been able to 

reduce integration costs and growing pains, and are utilizing common technology.

Contacts

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

Matt Cheung, DFRC, Code MC, (661) 276-5226
11

Simulation Engineering

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

simulations (fig. 1) that can support various research phases ranging from conceptual studies through 

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

research objectives. This branch provides an engineering service that is positively recognized by its 

customers for its responsiveness, quality, and productivity.

 EC04-0288-2

Figure 1. F-18 simulator, housed in the Research Aircraft Integration Facility.
12

Automatic Ground Collision Avoidance System –

An Android OS Implementation

Summary

One of the Small Unmanned Aerial Vehicle (SUAV) Automatic Ground Collision Avoidance System 

(AGCAS) project goals was to demonstrate ground collision avoidance algorithms developed at the 

National Aeronautics and Space Administration Dryden Flight Research Center (Edwards, California) on 

a small consumer computing device. The device chosen was an Android smart phone. Initial algorithm 

development was done with Excel spreadsheets. The AGCAS logic was then derived from these 

spreadsheets and implemented in the Android Application Programming Interface (API).

Overview of the application functions:

1. Monitor external aircraft state data. 

2. Handle user mode requests and mode selection logic.

3. Perform the algorithm calculations based on state data from the sensors.

4. Do error detection and reporting.

5. Log the algorithm outputs to local secure digital (SD) memory.

6. Send health, status, and algorithm state messages back over the USB to the user interface 

computer in a timely fashion.

7. Monitor ground track information and relate it to a terrain database when determining collision 

likelihood.

In a deployment, this application communicates with a user interface computer, which in turn links to an 

aircraft autopilot. When the algorithm determines a collision is imminent based on a predicted flight path, 

a request is sent from the Android device to the user interface computer. The interface computer will then 

assert a fly-up maneuver to the aircraft autopilot system.

The algorithm and phone application was tested on several flights and performed as predicted by the 

spreadsheet algorithm it was based on. Development of the algorithm is on-going, and phase two of the 

project intends to fly the phone on board the aircraft in a standalone collision avoidance system. For more 

information see:

http://www.nasa.gov/multimedia/videogallery/index.html?collection_id=14319&media_id=118854961

(accessed February 11, 2013).

Contacts

Benjamin J. Pearson, DFRC, Code ME, (661) 276-3779
13

SOFIA Hardware–In-the-Loop Simulation Laboratory

Summary

The Stratospheric Observatory for Infrared Astronomy (SOFIA) Hardware-In-the-Loop Simulation 

(HILS) lab provides a development as well as a verification and validation (V&V) facility for the SOFIA 

Mission Control and Communication System (MCCS). In the HILS, the simulation creates a flight 

environment for the MCCS to operate in. Various aircraft states and locations can be simulated, providing 

an environment in which MCCS hardware and software can be developed, integrated, and tested before 

being flown.

The simulation is based on the core simulation framework of the Dryden Flight Research Center 

(Edwards, California) and includes the aircraft 747SP model as well as various SOFIA subsystem models 

such as the Telescope Assembly (TA) and the Cavity Door Drive System (CDDS). Shown in the figure 1, 

the simulation communicates with the MCCS hardware over several connections including Ethernet, 1553 

bus, and RS-422.

Figure 1. HILS lab block diagram.

The HILS lab is separated into two separate systems; a V&V system, and a development system. These 

two systems are functionally equivalent HIL simulators of the MCCS. The V&V system is kept under 

strict configuration control and is used for validation and verification of flight hardware and software 

before being put onto the aircraft. Much of the hardware in the V&V lab is flight spare, or equal to 

hardware which is on the SOFIA aircraft. The development system is under a more flexible configuration 

and is used for software and hardware development. Many of the hardware systems in the development 

system are lower cost, but functionally equivalent lab units of hardware systems on the aircraft.

The new facility, shown in figure 2, includes many new capabilities for SOFIA system development and 

testing. These capabilities include GPS signal for time servers and IRIG generation, and 400Hz aircraft 

power for testing power systems. Network connections to the Science Instrument lab and the hangar floor 
14

provide the ability to connect the simulation with Science Instruments or to hardware on the SOFIA 

aircraft for testing and verification. For 2012, the HILS lab and simulation is being upgraded to support 

the SOFIA platform segment 3 upgrade. This upgrade includes adding new MCCS subsystems and data 

busses. In addition to the segment 3 changes, a TA HILS is being developed which will support hardware 

in the loop simulation of the TA Servo control Unit (TASCU), which controls the aiming and control of 

the telescope. 

Figure 2. SOFIA Hardware-In-the-Loop Simulation Lab.

Contacts

Michael A. Hill, DFRC, Code ME, (661) 276-3779
15

F-18 Test Bench

Summary

Since the 1980’s, the Dryden Flight Research Center (Edwards, California) has used an F-18 test bench to 

verify and validate a wide range of flight hardware and software prior to being installed on flight research 

aircraft. However, the existing test bench is becoming increasingly difficult to maintain because of its age. 

Therefore, an effort was undertaken to build a new test bench (fig. 1) to replace the old one and at the 

same time increase the functionality of the test bench. Codes ME, RF, and RC have been instrumental at 

getting the new bench to its current state. 

The objective of the test bench development for 2011 was to get the new test bench finished and 

operational. The test bench development team finished the hardware, software, and documentation 

aspects of the project. During 2011 the following development efforts were completed:

1. Integration of the test bench with the simulation 

2. Hinge moment and sensor model updates

3. Ability to pass initiated built in test (IBIT) in both standalone and Hardware In the Loop 

Simulation (HILS) configurations

4. Interface with the display computer (DC) user interface

5. Auto-calibration of Hardware Interface Unit (HIU) channels

6. Actuator model assembly (AMA) updates

7. Added support for an “Airborne Research Test System (ARTS) Input/Output (I/O) only” 

configuration

8. Documentation updates to “as built” design

Photo courtesy: NASA/John Spooner

Figure 1. New F-18 test bench.
16

The new test bench now supports full HILS operation and can execute IBIT without any resulting bit 

logic inspection (BLIN) codes. Module level testing and integration testing has been conducted on the 

Signal Generator Computer (SGC), HIU, and AMA systems. The auto-calibration of the HIU channels is 

operational and saves days of effort to manually calibrate all of the channels each time that the flight 

hardware is changed.

The most recent change to the new test bench was a modification to support analog and discrete I/O to the 

ARTS computers. This change was made to enable the testing of the ARTS units that have been modified 

with analog and discrete I/O.

The new test bench is functionally complete. However, acceptance testing by Codes RF and RC still

needs to be finished. Code ME will provide support for these tests as needed. This testing will consist of 

comparison testing of time history and frequency check cases between the new and old benches. Once 

this testing is complete, the F-18 project will move its flight control computer (FCC) testing to the new 

test bench. 

Contacts

Gary Kellogg, DFRC, Code ME, (661) 276-3779
17

PCI MultiFunction I/O Card Driver

Summary

A Solaris driver has been developed to interface the G-III simulation to a commercial-off-the-shelf 

(COTS) Peripheral Component Interconnect (PCI) bus multifunction input/output (I/O) card. 

The objective of this project was to provide analog I/O to the G-III simulation. Normally this would be 

done with the Cockpit Interface Unit (CIU). The CIU is a large standalone system that provides access to 

hundreds of analog I/O signals. Since the G-III simulation only needed two analog signals, the decision 

was made to use a COTS I/O card that could be installed on the simulation computer’s PCI bus.

The hardware used was a General Standards Corporation (Huntsville, Alabama) PMC-16AIO card. This 

card provides high-speed 16-bit analog I/O capability on the PCI bus of the simulation computer. Its 

capability includes 32 single-ended or 16 differential analog input channels as well as four single-ended 

analog output channels. The voltage range for the I/O is +/-10V at speeds of 300,000 conversions per 

second. 

The driver that was supplied with the hardware was for the Windows operating system (Microsoft 

Corporation, Redmond, Washington). Code ME software engineers were required to develop a custom 

driver since the G-III simulation computer uses Oracle’s Solaris operating system (Oracle Corporation, 

Redwood Shores, California). 

The purpose of a driver is to protect the kernel space of the operating system. The kernel space is where 

the brains of the operating system exist. It is necessary to use system commands in the kernel space when 

interfacing to hardware on the PCI bus. When using system commands, it is very easy to crash a 

computer. The driver is intended to provide safe generic calls from the user space (where the simulation 

and all other applications run) to the kernel space. Development of new code can use the driver calls 

instead of system commands, which in turn provides for a more stable system. 

Developing a custom driver requires developing certain tools in addition to the driver. The test application 

is required for verifying that all driver calls are stable as well as verifying that the drivers are installed 

properly. The installation and removal scripts are required for adding and removing the driver from 

various computer systems. The computer systems utilized for Dryden simulations use either X86 or Sparc 

processors (Sun Microsystems, now Oracle Corporation, Redwood Shores, California). Since the different 

processors use different system calls, an install and removal script was developed for each type of 

computer system. 

Finally, an application interface (API) program was created for the G-III simulation. This program is a 

C++ program that exists as a module in the simulation and interfaces with the driver. This program 

provides a graphical user interface (GUI) as well as symbol table parameters and a configuration file in 

the simulation.

The Solaris driver for the PMC-16AIO card has been released and is in use in the G-III simulation. 

Contacts

Gary Kellogg, DFRC, Code ME, (661) 276-3779
18

F-18 PCM Simulator

Summary

A pulse coded modulation (PCM) simulator has been used to output a PCM telemetry data stream to the 

mission control rooms. This hardware and software has been in use since the 1990’s and is no longer 

supported by the vendor. Therefore, a development effort was undertaken to replace the obsolete 

hardware with a single circuit card solution and develop new software that could be included in the 

simulation software framework.

The objective of the PCM simulator development was to replace the obsolete hardware with smaller less 

expensive commercial off-the-shelf (COTS) hardware, eliminate VERSA Module Eurocard (VME) 

hardware and VxWorks real-time operating system (OS), and increase functionality. 

After reviewing various vendors for PCM simulator hardware, the vendor Ulyssix Technologies

(Frederick, Maryland), was selected using a TarsusPCM-01 circuit card. This circuit card provided 

increased functionality by supporting a telemetry data stream rate of up to 20 Mb/s and fitting into a 

single PCI bus slot of the simulation computer. Each circuit card supports one stream. The simulation 

software can support a maximum of four streams with four circuit cards.

The driver supplied with the hardware was for Windows OS (Microsoft Corporation, Redmond,

Washington); however; with the vendors support, code ME developed a Solaris driver that has been tested 

and used up to the latest version of Solaris (Oracle Corporation, Redwood Shores, California). The 

Solaris driver was written to meet UNIX Device Driver Interface/Driver-kernel Interface (DDK/DDI) 

standards.

The application Programming interface (API) was developed by code ME (Simulation Engineering 

Branch) in C++ programming language to fit into the simulation software framework. The API is 

composed of two major components, the PCM server that is simulation software framework specific and 

PCM encoder that is tailored for use with Tarsus PCM hardware. The software has clear delineation 

between server and encoder to allow other types of PCM simulator hardware to be used from other 

vendors or other types of interfaces such as Ethernet messages.

The following features were included in the PCM server component of the software:

1. Elimination of multiple configuration files and preprocessing software; replaced with Telemetry

Attributes Transfer Standard (TMATS) file meeting Inter-Range Instrumentation Group (IRIG) 

106-11 Word-Frame standard, and an input select file for selecting simulation parameters.

2. Input select file supports derived parameters using CALC language.

3. TMATS and input select file parser.

4. Support for up to four streams of telemetry data.

5. Support for two types of PCM simulator cards, TarsusPCM-01 and TarsusHS-01.

6. Maximum of 20Mbs stream data with a Tarsus PCM-01, 30Mb/s with a TarsusHS-01 PCM 

simulator.

7. Test points (timers included as part of simulation framework).

8. PCM server, which runs in real-time thread.

9. Graphical user interface (GUI), which includes:

a. Mouse selectable commands, 

b. Command line driven for execution in scripting language,

c. Tools/GUIs for displaying major frame buffer data,

d. Commands to control all or individual streams,
19

e. On-line help, and

f. On-line programmers guide.

10. Documentation, which includes:

a. Programmers guide,

b. Requirements document, and

c. Formal test procedures.

11. The PCM server has a build in interface for use with either a PCM encoder component or an 

Ethernet component.

The PCM Encoder component is hardware specific to encode Major Frame data and output to either a 

TarsusPCM or TarsusHS hardware.

The new PCM simulator hardware and software has just completed stress testing in the F-18 simulation 

software framework. The PCM simulator software is currently being integrated into the Dryden Coresim 

version 5 and will be available soon for all future simulation developments. The PCM server component 

is currently being used by the SOFIA project to read TMATS files, generate a major frame table, and 

instead of providing data to a PCM Simulator, the Stratospheric Observatory for Infrared Astronomy 

(SOFIA) project will process majorframe data for transmission/reception of data via Ethernet message 

packets to/from the network interface.

Contacts

Gary Kellogg, DFRC, Code ME, (661) 276-3779
20

Small UAV Automatic Ground Collision Avoidance System User Interface

Summary

Automatic Ground Collision Avoidance System (AGCAS) was originally developed at the NASA Dryden 

Flight Research Center (Edwards, California) on the Automatic Collision Avoidance Technology (ACAT) 

project and flight-tested in an F-16 aircraft (General Dynamics, now Lockheed Martin, Bethesda, 

Maryland). The Small Unmanned Aerial Vehicle (SUAV) project ported these algorithms to an Android 

"smart phone" and tested with a SUAV. This abstract covers the User Interface software which provided 

the interface between the AGCAS on the phone, the operator and the Piccolo autopilot system controlling 

the aircraft. The SUAV AGCAS demonstrated the portability of the ground collision avoidance 

algorithms developed for an F-16 aircraft to a SUAV.

The SUAV AGCAS User Interface (UI) is a software application running on a Redhat Linux computer 

(suavlx1: Dell Precision M6500) located in the bread-van. The SUAV system is described in figure 1. In 

general, the UI provides the ground operator with control and monitoring of the AGCAS system. The UI 

interfaces with the Piccolo ground station (Cloud Cap Technology, Hood River, Oregon) to obtain 

telemetry data and send autopilot commands. The autopilot commands direct the Piccolo autopilot to 

initiate or terminate a ground collision avoidance maneuver using manual assist mode; and speed, bank,

and vertical velocity (VRATE) loop commands. The UI also forwards the aircraft states extracted from 

the telemetry data to AGCAS running on the phone. In turn, AGCAS responds by sending collision 

avoidance requests and other state information.

The system was tested on several flights and demonstrated its ability to prevent ground collisions.

Development is in progress on phase 2, which moves the phone onto the aircraft along with a small 

Gumstix computer to provide the interfaces between the phone, autopilot, and UI.

Figure 1. SUAV auto GCAS phase 1 user interface functional block diagram.
21

For more information see: 

http://www.nasa.gov/multimedia/videogallery/index.html?collection_id=14319&media_id=118854961

(accessed February 11, 2013).

Contact

Gary Kellogg, DFRC, Code ME, (661) 276-3779
22

Digital Strip Chart

Summary

A digital strip chart application has been developed to be used with the Dryden Flight Research Center 

(DFRC) (Edwards, California) Core Simulation. This application allows the user to capture and display

simulation data in real-time. The displayed data can be printed or saved as a file. 

The objective is to imitate a strip chart recorder to display simulation data in real-time. The digital strip 

chart application (CHART) is implemented in OpenGL on a Windows (Microsoft Corporation, Redmond, 

Washington) based PC. Figure 1 shows the strip chart image created by this application.

Figure 1. Sample strip chart image.

Timing, data, and formatting information is sent to this application via User Datagram Protocol (UDP) 

packets from the DFRC Core Simulation. The application is double buffered to prevent data over-runs or 

drop outs and has been tested in excess of 200 Hz simulation frame rates. The rendering loop is optimized 

to run at 60 Hz through use of a feedback control loop that is synchronized to the time sent from the 

simulation. This rendering loop ensures a smooth, steady movement of the strip chart paper across the 

display. The strip chart can have up to 10 panels, displaying 4 parameters each. Each display parameter 

can represent a variable in the simulation directly, or be derived. Derived parameters have equations that 

are calculated in the simulation to define them. A color coded parameter key is placed in the upper corner 

of each panel for identification. The simulation can pause, run, or reset the strip chart. In pause mode, the 

current strip chart image can be printed to a network printer, or saved as a bitmap image (*.bmp) file. 

Setup and control of the strip chart are performed by the DFRC Core Simulation. Standard script files can 

be executed to perform this function. Figure 2 shows the CHART interface page in the simulation.
23

Figure 2. Chart Interface Page in the DFRC Simulation.

There are additional simulation pages, one for each panel, that allow the user to add or delete signals, set 

ranges and time divisions in the Y axis, or change the color of any element on the strip chart. Help pages 

also provide additional user information for the setup and operation of the strip chart.

The CHART application is released and available for use. The chart interface code at DFRC has been 

incorporated into the DFRC Core Simulation and is under peer review.

Contacts

Thomas G. McCarthy, DFRC, Code ME, (661) 276-2651
24 

Heads Down Display System

Summary

The cost of implementing a cockpit in flight simulators becomes astronomical when using real flight 

hardware or components. Once implemented, the configuration is fixed for a given aircraft and not easily 

changed. A heads down display (HDD) or glass cockpit offers a cheaper more flexible solution. 

The primary objective is to implement an aircraft cockpit using a HDD or glass cockpit to reduce cost. 

Additional benefits include the flexibility to re-configure the instrumentation layout and the reduction in 

the implementation time. 

In the past, this technique required commercial off-the-shelf (COTS) software (GL Studio) (DiSTI, 

Orlando, Florida), specialized training, and a highly skilled programmer to implement a design 

proficiently. The cost of the development and run-time licenses were also burdensome. The new approach 

taken is to use the OpenGL framework (free, open source software) to display a graphical representation 

of aircraft instruments. Touch screen monitors are used so that a pilot or user can inter-act with the 

instruments. As a result, the user can change modes or operational states, just as if it were a real 

instrument. A TCP/IP interface was used for communication between the HDD application (on a 

windows PC) and the simulation computer (DFRC Core Simulation). Figure 1 shows a sample HDD 

display implemented for a Gulfstream III simulation.

Figure 1. Gulfstream III heads down display system. 

The HDD application was developed with C++. A standard set of indicators were designed using the 

OpenGL framework and placed into a library. The software developer simply selects the desired 

indicators and places them on the screen. The HDD application requests the desired set of parameters for 

input and output via the Transmission Control Protocol Input/Output (TCP I/O) interface. The display 

frame rate is approximatelly 20 Hz, which is adequate to show smooth movement of needles and gauges.
25

An additional capability is to use the HDD application to design real-time plots for analysis. Figure 2 

shows the aerial view and trajectory of an HL20 re-entry vehicle used in a DFRC batch simulation.

Figure 2. Real-time display of HL20 vehicle position.

Version 1.0 has specific cockpit configurations that have been developed and can be selected by a 

configuration file that is loaded when the HDD application is started. Currently in work is Version 2.0,

which allows greater flexibility to use an arbitrary set of indicators from the library and define the 

required simulation variables in the DFRC simulation. 

Contacts

Thomas G. McCarthy, DFRC, Code ME, (661) 276-2651
26

NESC MODEL EXCHANGE

Summary

The American Institute of Aeronautics and Astronautics (AIAA) (Reston, Virginia) has, through its 

Modeling and Simulation Technology Committee (MSTC), developed a draft Board of Standards Review 

(BSR) American National Standards Institute (ANSI) standard that spells out a convention for variable 

names, axis systems, units-of-measure, and sign convention abbreviations, as well as an extensible 

markup language (XML) grammar in which to encode most of the details for a high-fidelity flight vehicle 

dynamics model. This standard is called BSR/ANSI-S-119-2011, “Flight Dynamics Model Exchange 

Standard.” A substantial portion of this standard reflects efforts by several National Aeronautics and 

Space Administration (NASA) engineers that support the flight mechanics; aerosciences; and guidance, 

navigation, and control (GN&C) mission.

The NASA Engineering and Safety Center (NESC) review board funded an assessment team, consisting 

of a group of simulation and GN&C engineers from several NASA centers, including Ames (Moffett 

Field, California), Dryden (Edwards, California), Glenn (Cleveland, Ohio), Johnson (Houston, Texas), 

Langley (Hampton, Virginia), and Marshall (Huntsville, Alabama), to review the conventions and formats 

spelled out in the standard as well as the actual implementation of two example aerodynamic models (a 

subsonic F-16 and the HL-20 lifting body) encoded in the XML grammar. The Dynamic Aerospace

Vehicle Exchange Markup Language (DAVE-ML) follows this American National Standards Institute 

(ANSI)/AIAA S-119-2011 standard. During the implementation, records were kept of lessons-learned,

and feedback was provided to the AIAA MSTC representative. The implementation was judged 

successful if the two example models, which contained internal static check cases, generated outputs to 

specified inputs that matched the check cases within the specified tolerance. This self-verification 

capability is a useful aspect of the new standard. A further exercise was to implement the complete HL-20 

simulation with control laws, mass-and-inertia, and landing-gear models to demonstrate the DAVE-ML 

implementation in real-time.

An HL20 simulation (v01 16 Oct 2010) was developed using the following components:

• Dryden Core Software v 4.0,

• Janus version 1.10, (Defence Science and Technology Organisation (DSTO), Commonwealth of 

Australia),

• Xerces-c lib 3.0.1–sparc-solaris-cc-5.7, (IBM Corporation, Armonk, New York), and

• Qhull lib 2009.1, (Free Software Foundation, Incorporated, Boston, Massachusetts). 

Janus was chosen as the programming library or component, providing an application programming 

interface (API) to the DAVE-ML dataset structure. Xerces and Qhull are supporting libraries required by 

the Janus API.

Examples for loading, testing, and running Janus models were found in sample code provided with its 

release and proved to be easy to implement. The development platform was a Sun-Sparc V890 computer 

(Sun Microsystems, now Oracle Corporation, Redwood Shores, California) hosting the Sun OS 5.10 

(Solaris 10). The Sun C++ compiler 5.9 was used to generate a simulation executable.

The aero model initialization was accomplished by dynamically loading the HL20_aero.dml file using 

Janus during simulation startup. The test cases (called staticshots) were executed and checked to verify 

the integrity of the aero model. Other HL20 vehicle models were provided as is from NASA Langley. 

These models were assumed to be correct.
27

The simulation was run at 200 Hz (5 ms frame time). The simulation was demonstrated to be functional 

by exercising the control system in each of its major modes (Direct, Stability Augmentation System 

(SAS) and Automatic). Flight path and trajectory plots were compared against data provided in NASA 

TM-107580, “Real-Time Simulation Model of the HL20 Lifting Body.” Results were viewed using an 

Out-the-Window display application called RT3D and a head down display application called HDD.

Timing performance was extracted from the time page of the simulation. No frame overruns were 

detected. Nominal execution time for the aero model was 1 millisecond in operate mode. Execution time 

was reduced to 127 microseconds in reset mode. Since the data becomes static in reset mode, the results 

suggest that Janus re-interpolates only when the input values change.

The HL20 simulation demonstrates the ability to import aerodynamic models utilizing the DAVE-ML 

technology. The simulation has some limitations; the linearizer and trim functions have not been 

implemented. Full automatic landing currently works only at Latitude 0, Longitude 0, and Altitude 0. This 

simulation has not been validated, since no flight data exists. This non-ITAR simulation will be used for 

demonstration purposes in the future. 

The current status of the DAVE-ML AIAA standard is stated in the following paragraph taken from the 

http://daveml.org/AIAA.stds.html web page (accessed February 11, 2013).

“Based in part on comments received from the assessment team, and a re-consideration of the variable 

naming scheme, the draft was revised and re-submitted to AIAA with revisions on April 2010. This 

corresponds with the release of DAVE-ML DTD 2.0 Release Candidate 3. This version was made 

available for public comment from November through December 2010; it was subsequently approved by 

AIAA, with minor modifications and was approved by ANSI for publication on 22 March 2011.”

Contacts

Thomas G. McCarthy, DFRC, Code ME, (661) 276-2651
28
29

Information Services

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

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

Administration (NASA) Dryden Flight Research Center (Edwards, California). The mission of the NASA 

Information Technology (IT) organization is to increase the productivity of scientists, engineers, and 

mission support personnel by responsively and efficiently delivering reliable, innovative, and secure IT 

services (fig. 1).

 EMC-VNX 011

Figure 1. Commercial off the shelf “storage area network / network attached storage” clustered storage 

provides expandable capacity and maximum availability to Center services.
30

Data Center Transition

Summary

A transition plan for relocating the primary Dryden Flight Research Center (DFRC) (Edwards, California) 

Data Center to a newly-constructed Tier III facility (fig. 1) was developed and refined in 2011. Additional 

plan items were added to cover the necessary furniture, safety, and security requirements for moving 

people into the new location, in addition to the Data Center servers.

A plan was provided to move over 150 physical server computers and supporting network hardware from 

the old computer room to the new one. The primary goal was to perform the move with minimal to no 

impact to Center flight operations and all other information technology (IT) customers at the Dryden

Flight Research Center. A transparent move also requires that both old and new Data Centers be 

operational simultaneously, so that the servers can be moved gradually, over a period of time. Customers 

should be unaware of server and ancillary equipment moves.

Because the new location was also designed to provide office space for about 65 people, the IT support 

for those new occupants needed to be in place before the new Data Center was functional. Preparing for 

and supporting personnel occupation of the new location paralleled planning and early implementation of 

the Data Center move.

All of this activity is totally dependent on a complex and well thought out cable plant plan for re-routing 

hundreds of existing fiber and copper connections to support the new Data Center, while continuing to 

support the old. This project required the wiring of 45 racks in the new Data Center, as well as the wiring 

to support 65 new occupant cubes and offices, two meeting rooms, a new Network Operations Center, a 

secure room, security cameras, badge readers and common area public address speakers.

The old Data Center has been in place for about thirty years. What started as a Data Center with three or 

four large- and medium-scale computers, and a bank of serial modems has evolved into a highly 

distributed and compartmentalized server environment with about 150 separate physical servers, over 50 

virtual servers, and a complex network infrastructure that is centralized in the Data Center, but touches 

every IT asset at Dryden, the Dryden Aircraft Operations Facility (Palmdale, California), and the AERO 

Institute (Palmdale, California). A move of this magnitude, especially with a goal of being transparent to 

our customers, had never been done at Dryden before.

The plan for such a large endeavor was developed in weekly and as-needed meetings with representatives 

from all of the Code MI infrastructure disciplines: Networks, IT Security, Server Administration, VoIP, 

and Physical Security. An overall plan was developed in Microsoft Project to outline the primary areas 

and sequence of events. Formal Design Reviews were presented to allow visibility to all concerned

parties, Code M or otherwise. Moving the servers due to sheer numbers and many inter-dependencies 

required a detailed plan, which has also been developed.
31

 Photos courtesy: NASA/Mike Nesel

Figure 1. DFRC Data Center under construction.

Contacts

Ken Norlin, DFRC, Code MI, (661) 276-2046
32

Agency CBI Integration

Summary

The National Aeronautics and Space Administration (NASA) invested in Common Border Infrastructure 

(CBI) hardware for each center. This hardware (fig. 1) was intended to standardize the configuration and 

management of NASA center edge networking. The Dryden Flight Research Center (DFRC) (Edwards, 

California) volunteered to utilize the equipment and implement that hardware as a third test case of the 

overall architecture. The current DFRC edge network design is very consistent with the proposed 

architecture, and minimal impact to end users and DFRC operations is anticipated. By volunteering to go 

early, DFRC was able to influence direction for CBI, both from a technical and governance perspective. 

A secondary goal was to assist the agency network architecture team in identifying an approach that 

would become more acceptable for other centers to adopt.

Transition from DFRC architecture to Agency architecture was done to improve system redundancy, 

minimize licensing costs, and improve support for future network technologies to improve service at 

DFRC and to support the migration towards common agency network security architecture. The system 

was transitioned with little to no user impact, and the security posture of the system remained consistent 

with the previous system.

The design and implementation approach for this system was collaboration between Dryden Code M 

personnel and Marshall Space Flight Center (MSFC) (Huntsville, Alabama) network engineers. The 

current architecture was reviewed and a transition approach was created. The approach utilized the new 

hardware and software, but maintained a configuration that was consistent with the current DFRC 

perimeter systems. This approach allowed a smooth transition with minimal impact to DFRC customers 

and the DFRC security posture. The system configurations were lab tested and independently reviewed to 

ensure accuracy. Some initial pre-migration network activities to standardize the network configurations 

for the Dryden Aircraft Operations Facility and the AERO Institute were completed in April in 

preparation for the CBI migration. The migration involved personnel from the Agency Communication 

Services contract at both DFRC and MSFC, and NASA network engineers. The project was completed in 

mid-June of 2011 and was successfully implemented and is operational to this day. Perimeter system 

monitoring and management is capable from both DFRC and MSFC. The successful transition was 

briefed to the Agency Chief Information Officers and the Agency Communications Services Board, and 

has been referenced as an example for other centers to transition to consistent perimeter architecture. A 

consistent architecture will improve center-to-center communication, provide a consistent security posture 

for the agency, and will minimize perimeter system management costs. 
33

 Photo courtesy: NASA/Greg Coggins

Figure 1. Common Border Infrastructure Hardware.

Contacts

Dennis daCruz, DFRC, Code MI, (661) 276-2846

Greg Coggins, DFRC, Code MI, (661) 276-7440
34

DFRC Emergency Operations Center

Summary

In order to effectively respond to a disaster affecting the Dryden Flight Research Center (DFRC) 

(Edwards, California) an emergency operations center (EOC) must be established with the required 

communication and infrastructure services to support responders and Dryden employees.

The objective is to create an EOC that has in place a permanent infrastructure to support disaster exercises 

and the continued development of an emergency operations system and services.

Code M personnel participated in EOC exercises, and worked with EOC planning personnel to develop a 

set of technical requirements for both operating the EOC during a disaster, and for establishing 

applications and system for support of emergency operations. Effective EOC operations required the 

installation of permanent phones and laptops systems that could be available for 24 × 7 support in the 

event of an emergency. This installation along with the reconfiguration of the EOC layout leads to more 

efficient operations for EOC personnel. Commercial applications such as WebEOC for integrating 

emergency management information and ArcGIS for documenting geographic information have been 

established to support incident management and emergency situational awareness; development with 

these applications is on-going.

The EOC layout and infrastructure was established in 2011 and was used for an EOC exercise. Data entry 

and application integration activities are an ongoing collaboration between Code J and Code MI.

Contacts

Dennis daCruz, DFRC, Code MI, (661) 276-2846

Greg Coggins, DFRC, Code MI, (661) 276-7440

Jeff Nelms, DFRC, Code MI, (661) 276-2130
35

I3P NICS Transition

Summary

In 2011, the National Aeronautics and Space Administration (NASA) migrated to a new Agency-wide 

information technology (IT) services contract to provide consistent and secure network services. The 

NASA Integrated Communications Services (NICS) contract will provide local area network (LAN) and 

wide area network (WAN) services, as well as VoIP, cable plant, and other services pertaining to 

infrastructure communications for end users and projects. This contract is one of 5 that were awarded to 

aide in unification of communication services to span between all the NASA centers. Centralization of 

services based out of Marshall Space Flight Center (MSFC) (Huntsville, Alabama) was a driver that could 

reduce overall costs to NASA over time. NICS is to provide centralized communication services that are 

congruent throughout the Agency to reduce costs and provide unified communications between all NASA 

centers, as well as reducing costs to the Agency.

Site implementations will be coordinated via a phased approach that would involve a small number of 

centers to be migrated into the new service structure. Detailed inventory of equipment would migrate and 

be managed by NICS to provide better asset tracking of communications equipment at each center. MSFC 

would manage the networks of all centers from a centralized hub and each center would have a small 

enclave of workers to manage the local day-to-day aspects generated by the end user or projects via 

tickets for managing the work. Over time the contract will reduce costs to NASA, so that the Agency 

could better manage IT costs. The NICS phase-in project was completed in June of 2011, and has been 

successfully implemented and is operational to this day. 

Contacts

Larry Freudinger, DFRC, Code MI, (661) 276-3542

Ken Norlin, DFRC, Code MI, (661) 276-2046

Dennis daCruz, DFRC, Code MI, (661) 276-2846

Dawn daCruz, DFRC, Code MI, SAIC (661) 276-2822

Greg Coggins, DFRC, Code MI, (661) 276-7440
36

DFRC/DAOF Code MI Short-Term External Partner Support

Summary

The Dryden Flight Research Center (DFRC) (Edwards, California) has relationships with many 

companies that sponsor short-term projects at DFRC and the Dryden Aircraft Operations Facility (DAOF) 

(Palmdale, California). These customers rely on Code MI to implement infrastructure services that are 

vital for their overall mission success.

The objective is to ensure that the project’s information technology (IT) requirements are successfully 

implemented. Often these partners require short-term communication to corporate services. 

The Boeing Company (Chicago, Illinois) network personnel coordinated with DFRC IT personnel to 

install a wireless bridge (fig. 1) that would tie the Boeing network to the DAOF network (fig. 2) to 

facilitate data flow between the two sites. This new capability has been extremely successful and 

appreciated by the Boeing management.

The Defense Advanced Research Projects Agency (DARPA) has been successful at the DAOF because of 

the IT support that works diligently on the ever changing requirements regarding this project. Code MI 

has been quite responsive in adapting to the changing requirements that were imposed by the DARPA 

project. 

The DAOF Tweetup was a complete success that involved the media, universities, and local schools to 

promote the Stratospheric Observatory for Infrared Astronomy (SOFIA) project at the DAOF. This social 

media event was successful because of the IT support to make sure that everyone had great connectivity 

to the internet wirelessly. These events are just a few of the many projects that have been supported 

successfully by Code MI.

 Photo courtesy: NASA/Greg Coggins

Figure 1. Boeing wireless 2.4Ghz bridge to support missions between the DAOF and Boeing Site 1.
37

 Photo courtesy: NASA/Greg Coggins

Figure 2. DAOF Boeing network switch to support missions.

Contacts

Greg Coggins, DFRC, Code MI, (661) 276-7440
38

DFRC Simulation Lab Network Infrastructure Upgrade and Modernization

Summary

The Dryden Flight Research Center (DFRC) (Edwards, California) simulation lab required a network 

infrastructure modernization to support additional performance, functionality, and management 

requirements.

The DFRC simulation lab was supported by a local area network infrastructure that could not sustain all 

simulation lab requirements and was not integrated with the DFRC network management infrastructure. 

The network infrastructure was upgraded to current network hardware and software that is consistent with 

the current DFRC network campus, and the systems were integrated with the DFRC and agency network 

management services. These services provide sparing for the network infrastructure and provide 24 x 7 

monitoring for service availability.

The Agency NICS contract personnel worked directly with simulation lab users to identify requirements 

and ensure proposed solutions met user requirements, and allowed for a scalable and manageable system. 

The hardware selected is consistent with the standards for network infrastructure used within the rest of 

the DFRC campus. This approach allows for system sparing and minimizes the management costs. The 

system was implemented over a short period of time to minimize impact.

The simulation lab network has been established and is being used by simulation lab personnel. The 

network is integrated with centralized DFRC and Agency network monitoring systems. These systems are 

now monitored 24 x 7 and are included in DFRC network service metrics. 

Contacts

Dennis daCruz, DFRC, Code MI, (661) 276-2846

Greg Coggins, DFRC, Code MI, (661) 276-7440
39

DAOF Code MI Large Conference Room

Summary

The Dryden Aircraft Operations Facility (DAOF) (Edwards, California) required a multimedia room that 

would be used for project meetings, presentations, town halls, teleconferences, video teleconferences, and 

the ability to record communications to replay at a later date.

The objective was to make sure that the DAOF was video interactive system (ViTS) (fig. 1) capable and 

had a town hall area (fig. 2) that would suffice for meetings with projects, as well as local personnel.

Code MI gathered requirements, and configuration drawings were submitted to the National Aeronautics 

and Space Administration (NASA) Integrated Services Network (NISN) contract office. An equipment 

list was generated and meetings were held with Code MI and NISN to make sure that all requirements 

were met. There was careful coordination with the facilities contractors to implement the main foundation 

requirements prior to NISN providing deliverables to the DAOF for implementation. The room was down 

for a period of 6 months, and the room functionality was completed and tested thoroughly. NISN created 

a user’s guide for local personnel support to control the large conference room equipment. Any failures 

would be supported by the NICS contractor.

The projects have been supported successfully, and there were no issues reported by the projects on Code 

MI’s IT support.

 Photo courtesy: NASA/Greg Coggins

Figure 1. DAOF ViTS room operator console.
40

 Photo courtesy: NASA/Greg Coggins

Figure 2. DAOF ViTS room.

Contacts

Larry Freudinger, DFRC, Code MI, (661) 276-3542

Ken Norlin, DFRC, Code MI, (661) 276-2046

Dennis daCruz, DFRC, Code MI, (661) 276-2846

Dawn daCruz, DFRC, Code MI, SAIC (661) 276-2822

Greg Coggins, DFRC, Code MI, (661) 276-7440
41

Ikhana GCS Accreditation and Authorization

Summary

The Ikhana security plan was up for the re-accreditation that it originally received in 2007, and needed to 

be updated to the new NIST 800-53 Revision 3 standards. Code MI information technology (IT) system 

engineering group assessed all of the systems, assisted in writing procedures to safely perform 

vulnerability scans on the Ground Control Station (GCS) systems, and then assisted the project with the 

third party assessment and respective Authorization to Operate (ATO).

The objective was to modernize the IT systems security plan, assess the specific risks, and assist the 

system owners in mitigating any risks that were identified. The primary approach was to address all of the 

new NIST 800-53 Revision 3 security controls and how they applied to the inventory of IT systems in the 

Ikhana GCS.

While reviewing the security controls, it was discovered that no vulnerability scanning was being 

completed on a regular basis. A plan was devised that allowed scanning of the system. Some systems are 

particularly sensitive to IP based scanning, and the risk to those systems was mitigated by adding 

exclusions to the sensitive devices.

One other control that was not previously addressed was malicious code scanning or anti-virus scanning. 

A procedure was devised that used a bootable CD to perform the scans on all systems, and even boot 

sectors without installing a client on the systems. The determination was made that an anti-virus client 

could stop systems from working during live missions, which was an unacceptable risk. The bootable CD 

allows system administrators to perform anti-virus scans at the same frequency as vulnerability scans.

All other controls that did not pass were rated as acceptable risk or assigned as open items to be remedied 

and placed into the Plan of Actions and Milestones (POA&M) document. The Ikhana GCS system 

received an ATO in September of 2011, and there are monthly status reports on any existing POA&M

that still exist.

Contacts

Carl Baccus, DFRC, Code MI, 661-276-6812
42

Online Dryden Information Exchange 

Summary

Arcata Associates (The Dryden Flight Research Center’s (DFRC’s) primary information technology (IT) 

contractor) developed and deployed the new document library application, Online Dryden Information 

Exchange (ODIE) based on Microsoft SharePoint (Microsoft Corporation, Redmond, Washington). This 

project took intensive planning to accomplish and allowed the decommissioning of the legacy 

Information and Document Exchange System (IDES) application.

The Management Systems Office (MSO) had been utilizing a wide array of applications for managing 

documents including WiTango (Tronics Software, Gillette, New Jersey), FileMaker (FileMaker 

Incorporated, Santa Clara, California) databases, an Access (Microsoft Corporation, Redmond, 

Washington) database, spreadsheets, and emails. The MSO goal was to consolidate the various 

information repositories; to enable the addition of increased automation such as escalation emails, review 

and approval workflows; and to add process metrics and reporting abilities.

Phase I of this project was to migrate the data into a SharePoint document library and decommission the 

unsupportable IDES web application built on WiTango. This migration was completed successfully in 

September of 2011. Phase II is underway and by the end of 2011, the Access database has been published 

to SharePoint and a few spreadsheets have been eliminated.

Contacts

Denise Harris, DFRC, Code MI, (661) 276-2487
43

Remote Desktop Services

Summary

Early last year, a need arose for users of the Macintosh OS X operating system (Apple Incorporated, 

Cupertino, California) to use Internet Explorer (IE) (Microsoft Corporation, Redmond, Washington) on 

their computer to access the Critical Chain Project Management CCPM system. The CCPM system did

not support the use of any other web browser, and Microsoft has never released IE for OS X. Since a 

significant amount of users of the CCPM system were also users of OS X, a solution needed to be found 

to allow the OS X users to access CCPM without significant added cost either via software licensing or 

additional hardware. To that end a remote desktop server (RDS) was discovered to fulfill the requirement 

as well as allow for a significant added value in other projects as time moved on.

The primary objective of the RDS server was to enable Macintosh users to use IE at their desk in order to 

use CCPM. Secondary objectives included ease of use and minimal cost to Dryden Flight Research 

Center (Edwards, California) in either software licensing or hardware costs. The RDS server was able to 

meet all of the objectives and exceeded them in most cases. 

The RDS server makes use of features built into the Microsoft server product line. The RDS component is 

activated on either a virtual machine (VM) or hardware server running the Windows (Microsoft 

Corporation, Redmond, Washington) server operating system (OS). This component converts the server 

into a desktop like system where the Windows user interface can be accessed over the network from a 

compatible remote desktop protocol client. At this point all of the software on the RDS server can be used 

by any of the clients that connect as if it were a desktop pc at their desk. A step was further taken to 

configure the RDS server so that instead of providing a full desktop to the client, only specific 

applications were presented to the user. This approach has the effect of making it appear that the 

application is running locally to the user and minimizes any confusion the user might have when running 

a Windows based application on other operating systems such as OS X. The RDS server is joined to the 

National Aeronautics and Space Administration (NASA) Data Center (NDC) domain so access control is 

managed by an account group on the server. Approval of group membership is managed via NASA 

Account Management System (NAMS). 

The above configuration enabled OS X users to run IE on OS X in what appears to be an application

running on their local computer without the need to see a full Windows desktop. In addition the cost of 

this solution was of significant savings to the Center via other proposed solutions. A small software 

license was required and no addition hardware was needed. 

The project went live early last year and has been a great success. After a short user training period, the 

service has been largely issue free and has expanded its scope as well. In addition to providing IE to OS X 

users, we have added MS Project and Visio (Microsoft Corporation, Redmond, Washington) to the server,

and in the future environmental services via Siemens Corporation (Washington, D.C.) products will be 

available as well. 

Also at this time OS X and Windows clients are only a small part of the supported users. Any user that 

has a compatible RDP client can connect and use the services. There are also RDP clients known to exist 

for iOS (Apple Incorporated, Cupertino, California), Linux, Android, and many other client platforms. 

Contacts

Steven Simison, DFRC, Code MI, 276-5583

Michael Lopez, DFRC, Code MI, 276-5364
44

SOFIA Compilation

Summary

The Stratospheric Observatory for Infrared Astronomy (SOFIA) Project hardware-in-the-loop (HIL) was 

moved behind the Dryden Flight Research Center (DFRC) (Edwards, California) firewall infrastructure to 

support additional connectivity and management requirements. As the SOFIA Project progresses into its 

next segment of science and systems integration, a need exists to remotely connect the principle 

investigator users and instruments to the SOFIA hardware in the loop for development purposes. This 

ability significantly reduces travel and development costs, and speeds integration times for the SOFIA 

Project. A logical network connection with supporting firewall infrastructure was made to allow an 

information technology (IT) security border to be created.

Code MI provides IT security assessment and authorization (A&A) package management. A Code MI IT 

systems engineer with the assistance of SOFIA subsystem engineers developed the A&A package and 

received certification and accreditation of an IT system security plan. The SOFIA Project A&A 

compliance was achieved in November 2010 when a three-year authorization to operate (ATO) was 

granted. A Code MI IT system engineer reports the status of SOFIA Mission Controls and 

Communications System (MCCS) open the Plan of Action and Milestones (POA&M) items each month 

to the DFRC Office of the Chief Information Officer OCIO. Code MI accomplished the task of 

performing and documenting an annual test of the system security controls and contingency plan testing 

so that the SOFIA Project complies with the National Aeronautics and Space Administration (NASA) 

requirement.

Code MI provides IT systems planning to the SOFIA Platform Project. Code MI also provides IT systems 

planning support input to the onboard SOFIA MCCS. Code MI personnel regularly meet with the SOFIA 

MCCS subsystem engineers and platform management to provide short and long term planning. Code MI 

assists SOFIA engineers with developing aircraft and ground systems that meet NASA IT Security 

requirements and integrate with existing DFRC infrastructure.

Contact

Michael Johns, DFRC, Code MI, (661) 276-5697
45

Aircraft Work Order System

Summary

Arcata Associates (The Dryden Flight Research Center’s (DFRC’s) (Edwards, California) primary 

information technology (IT) contractor) successfully designed, developed, and deployed the Dryden 

Aircraft Work Order System which implements an enterprise class solution, replacing a legacy FileMaker 

5.5 (FileMaker Incorporated, Santa Clara, California) application. The new system utilizes secure Active 

Directory/Lightweight Directory Access Protocol AD/LDAP authentication and digital signatures 

allowing users to use their domain passwords. The database model was designed into a normalized data 

structure, allowing improved data integrity. The model further utilizes an advanced point-in-time 

architecture which allows efficient audit tracking of all data modifications. This project took a lot of 

coordination, as well as daily developer meetings and weekly project meetings to make sure the 

development stayed on track and that it was developed per strict National Aeronautics and Space 

Administration (NASA) requirements and procedures. This project took over 2 years to complete and 

included long nights, weekends, and holidays; but because the team was able to overcome several 

obstacles, Phase I of this project was completed, and it was done in a way that mitigated several wavered 

security issues the old system held. 

The new system utilizes secure AD/LDAP authentication and digital signatures allowing users to use their 

domain passwords. The database model was designed into a normalized data structure, allowing improved 

data integrity. The model further utilizes an advanced point-in-time architecture which allows efficient 

audit tracking of all data modifications.

This project took a lot of coordination, as well as daily developer meetings and weekly project meetings 

to make sure the development stayed on track, and the Aircraft Work Order System was developed per 

strict NASA requirements and procedures. There was a lot of coordination and communication between 

Dryden’s Code MI developers, NASA personal, and Dryden’s Code O, Code R, Code P, and Code S so 

that all processes and procedures on aircraft work orders could be implemented and maintained within 

this new system. Phase I of this project was completed and in production in November of 2011. 

Contacts

Denise Harris, DFRC, Code MI, (661) 276-2487
46
47

Range Operations

The Western Aeronautical Test Range (WATR) is a network of facilities used to support aerospace flight 

research and technology integration, space exploration concepts, airborne remote sensing and science 

missions, and operations of the Space Shuttle (through 2011) and the International Space Station. The

Range Operations Branch (Code MR) operates the telemetry tracking systems (fig. 1), space positioning 

systems, audio communication systems, video systems, mission control centers, and mobile systems.

 Photo courtesy: NASA/Robert Guere

Figure 1. Multiple Frequency Tracking System (MFTS) telemetry system pedestal and dish.
48

Western Aeronautical Test Range (WATR) Operational Test

Summary

The mission of the National Aeronautics and Space Administration (NASA) Dryden Flight Research Test 

Center (DFRC) (Edwards, California) Western Aeronautical Test Range (WATR) is to support flight 

operations and low Earth-orbiting missions. WATR supplies a comprehensive set of resources for the 

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

effective communication of information to flight and ground crews (fig. 1). 

Precision radar provides tracking and space positioning information on research vehicles and other 

targets, including satellites. Fixed and mobile telemetry antennas receive real-time data and video signals 

from the research vehicle, and relay this data to telemetry processing areas. Audio communication 

networks support research operations in the WATR, covering a broad frequency spectrum for transmitting 

and receiving voice communications and flight termination signals for unmanned aerial vehicles. Video 

monitoring provides real-time and recorded data for the control and safety of flight test missions. Radar, 

telemetry (TM), voice, and video data are made available to the mission control center. 

Figure 1. Typical real-time support configuration options.

Contact

Bill McMullen, DFRC, Code MR, (661) 276-5049
49

WATR Data Path Acquisition to Test Engineer

Summary

The Western Aeronautical Test Range (WATR) real-time mission support systems (fig. 1) are comprised 

of the four major subsystems: Aeronautical Tracking Facility (ATF), Communications (COMM), Long 

Range Optics (LRO) and Mission Control Centers (MCC)s; and Radar Information Processing System 

(RIPS) are not interconnected with any other systems. All WATR ATF systems are single-user embedded 

applications, including two radar computers and the Data Enhancement System (DES). Windows NT 

(Microsoft Corporation, Redmond, Washington) based computers are utilized to transfer radar data files 

to the DES in a binary format. The radar Data Analysis System has no critical equipment that is 

connected to any network. The WATR COMM system is an internal stand-alone network. This network is 

not connected to the Dryden Flight Research Center (Edwards, California) local area network (LAN). 

LRO has no critical equipment that is connected to any network. The WATR Telemetry Radar 

Acquisition Processing System (TRAPS)/MCC system is an internal stand-alone network. This network is 

not connected to the Dryden LAN. The WATR RIPS system is an internal stand-alone network. This 

network is not connected to the Dryden LAN.

Figure 1. The Western Aeronautical Test Range real-time mission support systems.

Contact

Bill McMullen, DFRC, Code MR, (661) 276-5049
50

Telemetry Systems

Summary

The Western Aeronautical Test Range (WATR) system supports both downlink telemetry and air-toground video. It provides command uplink for unmanned aerial vehicles (UAVs), remotely piloted 

vehicles (RPVs), and piloted vehicles. The WATR also supports low earth orbit (LEO) vehicles. The 

WATR telemetry tracking systems consist of multiple fixed antennas and available mobile systems 

(downlinked telemetry and video signals in C-, L-, and S-bands; uplinked commands in either L- or Sbands; horizon-to-horizon target tracking; and full on-orbit capability certification (downlinked telemetry 

may be received in either analog or digital format). Capabilities include two operational 7-meter fixed C-, 

L-, and S-band tracking stations and one operational 3.7-meter fixed C-, L-, and S-band tracking station 

(both stations are able to provide support in winds up to 55 mph).

The WATR group achieved the following upgrades and improvements: C-band antenna feed upgrade; 

telemetry systems boresight upgrades to C-band capability; base support uplink capability improvement; 

and they completed the five-year depot level maintenance.

 Photo courtesy: NASA/Bill McMullen

Figure 1. Rooftop.
51

 Photo courtesy: NASA/Bill McMullen

Figure 2. Multiple Frequency Tracking System (MFTS).

Photo courtesy: NASA/Robert Guere

Figure 3. Triplex.

Contacts 

Bill McMullen, DFRC, Code MR, (661) 276-5049
52

Time Space Position Information Systems

Summary

The two high-accuracy C-band instrumentation radars (fig. 1) provide time space positioning information 

(TSPI) of research aircraft and low earth orbiting spacecraft to the mission control center. The targets can 

be tracked out to 3,000 nautical miles with accuracies to 0.0006 degrees in angle and 30 feet in range. The 

radar antennas have the capability to accept acquisition data in various formats, record the data onsite, and 

provide post-flight radar data in engineering parameters. The radars provide coverage for the National 

Aeronautics and Space Administration (NASA) and the Air Force Flight Test Center (AFFTC) (Edwards, 

California) customer base.

The Differential Global Positioning Satellite (DGPS) ground station (fig. 2) can up-link error corrections 

to research vehicles. Downlinked GPS embedded in the aircraft telemetry signal can provide positioning 

information to ground controllers. 

Federal Aviation Association (FAA) radar surveillance data is provided by way of the AFFTC and is also 

available in the mission control center. Capability improvements and upgrades included depot level 

maintenance, which was completed FY2011.

 Photo courtesy: NASA/Bill McMullen

Figure 1. Radar 34 and 38.
53

 ED13-0021-05

Figure 2. DGPS Station.

Contacts

Bill McMullen, DFRC, Code MR, (661) 276-5049
54

Video Systems

Summary

Numerous fixed and mobile camera systems are used to acquire mission video for flight monitoring and 

safety concerns in the Mission Control Center (MCC). Within these systems, one long-range, broadcastquality, high-definition optical and infrared tracking system is included. This platform provides both day 

and night coverage of the local airspace. This system is mounted on a first of its kind Kinto Tracking 

Mount (KTM) tracking pedestal, using a fiber optic rotary joint to transport high definition (HD) video 

over 2 km to the Video Control Center (VCC) (fig. 1). Several other camera systems provide close-up 

coverage of flight line, ramp, and runway areas during a mission. Mission video is routed to the MCC, 

and other desired locations, by the use of a digital video switcher. Mobile video vans (fig. 2) cover remote 

locations and relay live-action imagery via a ground video van C-band Telemetry (TM) uplink 

(microwave) video coverage to the MCC. Downlink video from research or chase aircraft can be received 

in C-, L-, or S-band frequencies and is also available for display into the MCC.

The VCC records and distributes both standard definition analog and HD video via a 208 x 256 Phillips 

(Eindhoven, The Netherlands) router and a 64 x 64 HD router. Video can be recorded on a variety of 

formats to include Beta Superior Performance, D2 digital (slow motion viewing), DVD, and HD 

recorders. All recorded video is archived for a period of 30 days, unless otherwise directed.

In 2011 the Western Aeronautical Test Range (WATR) group provided advanced range video capabilities 

to the Air Force Flight Test Center (AFFTC), Long Range Optics (LRO) (fig. 3), infrared (IR), and ramp 

video; upgraded the WATR Mission Control Room with HD mission video displays; and provided 

engineering and development work, mobile video capability, and HD video tracking system for Runway 

04.

 ED13-0021001

Figure 1. Video Control Center (VCC).
55

Photo courtesy: NASA/Bill Showers

Figure 2. Mobile video vans.

 Photo courtesy: NASA/Bill McMullen

Figure 3. Long Range Optics (LRO).

Contacts 

Bill McMullen, DFRC, Code MR, (661) 276-5049
56

RF Communications Systems

Summary

The Western Aeronautical Test Range (WATR) radio frequency (RF) communications system provides 

the user with a full spectrum of air-to-ground frequency alternatives, to include the HF, VHF, and UHF 

bands in both AM and FM modulation formats. Users can access the various transceivers using the 

Digital Integrated Communications Electronics System (DICES) communications panels at any given 

mission control center (MCC) location. Typically, the MCC has a standard communication panel 

configuration, giving the user access to five UHF transceivers, two VHF transceivers, and one HF 

transceiver. Typically, the VHF radios are on omni-directional antennas that operate in the 116 MHz to 

152 MHz frequency band. Directional Yagi antennas, operating in the frequency range of 121 MHz to 

135 MHz, can be configured for use when greater performance gain is required. The VHF radios (fig. 1)

have a fixed RF power out of 28 watts at the transmitter.

The UHF radios (fig. 1) are normally configured on omni-directional antennas, and operate in the 

frequency range of 225 MHz to 399 MHz. The standard UHF radio RF power output is 20 watts. 

However, a long-range UHF system, comprising of a pre-amplifier, external 100-watt power amplifier, 

and the choice of a high-gain omni-directional antenna or directional tracking (parabolic) antenna is 

available. An HF transceiver is offered, and is configured to a steerable high-gain log periodic (LP) 

antenna, operating in the 2 to 30 MHz band, with a transmit output power of 1000 watts. The 

communications facility has also incorporated two wideband radio systems, operating on any frequency 

between 2 MHz to 1000 MHz, with AM or FM modulations available, and up to 250 watts of transmit 

power. Lastly, the communications facility (fig. 2) has integrated four VHF, 500 watt FM transceiver 

systems used in support of the International Space Station (ISS).

In 2011, the WATR added a high-gain communications capability through the dish replacement for local 

flight out to low Earth orbit (LEO) coverage; the retractable 80-foot steel tower systems supporting 

UHF/VHF and flight termination systems (FTS); emergency satellite communications and Center 

emergency communications systems; and expanded system remote control capability out to WATR range 

support sites.

 EC99-45290-28

Figure 1. VHF/UHF Communications Radios.
57

 Photo courtesy: NASA/Bill McMullen

Figure 2. Communications facility.

Contacts 

Bill McMullen, DFRC, Code MR, (661) 276-5049
58

Ground Voice Communications Systems

Summary

The ground communications system is supported by Quintron Systems, Inc. (Santa Maria, California) 

Digital Integrated Communications Electronics System (DICES) communications equipment (fig. 1), 

handling up to 512 circuits simultaneously. There are two DICES system (nodes) which drive alternate 

Mission Control Center (MCC) communications panels throughout the MCC for system redundancy. The 

DICES system has the ability to assign up to 24 circuits at each station. The ground communications 

network ties together all National Aeronautic and Space Administration (NASA) Western Aeronautical 

Test Range (WATR) facilities in support of local aeronautical research and space program missions. 

Additionally, the DICES system is connected to inter-center data and voice links at the Dryden 

communications facility, allowing connectivity to Goddard Space Flight Center (GSFC) (Greenbelt, 

Maryland), Johnson Space Center (JSC) (Houston, Texas), and Langley Research Center (LaRC) 

(Hampton, Virginia). The communications building also hosts a digital mission audio recording system 

that can record up to 72 channels of audio, and reproduce it in an MP3 format for quick user access.

The WATR group expanded the Voice over Internet Protocol (VoIP) technology-based systems; 

expanded the stand alone communications systems to support external Dryden Flight Research Center

(DFRC) (Edwards, California) customers; began engineering the development of the DICES Replacement 

System 2011 through 2015; and upgraded the Land Mobile Radio Service, DICES replacement for 

Dryden utilization of Air Force Flight Test Center (AFFTC) Trunk Communications.

 ED13-0021-06

Figure 1. DICES communication panel.

Contacts 

Bill McMullen, DFRC, Code MR, (661) 276-5049
59

Data Distribution Systems

Summary

The data distribution systems (fig. 1) link the Western Aeronautical Test Range (WATR) systems with 

internal and external support and/or user facilities in support of real-time mission data and monitoring. 

Capabilities include the WATR video center switching system; the Aeronautical Tracking Facility (ATF)-

1 data processing rack, which provides a direct data link to Goddard Space Flight Center (GSFC) 

(Greenbelt, Maryland); data quality monitoring; Viterbi 1/3 and 1/2 rate decoding; and command uplink 

modulation processing. Other capabilities provided through the data distribution systems include data 

distribution patching and fiber infrastructure; a direct T-1 link between Point Mugu Naval Air Station and 

ATF-1 for radar data transmission/reception; OC-3 fiber link between the Air Force Flight Test Center 

and the Dryden Flight Research Center (DFRC) (Edwards, California) for telemetry (TM), video, voice, 

and radar data distribution; National Technology Refresh (NTR) system; and a voice communication 

distribution system.

The WATR group maintained the current capabilities and upgraded the Apcom distribution amplifiers.

 ED13-0021-08 ED13-0021-09

 ED13-0021-10 ED13-0021-07

Figure 1. Data distribution racks.

Contacts 

Bill McMullen, DFRC, Code MR, (661) 276-5049
60

WATR Mobile Operation Facility Systems

Summary

The Western Aeronautical Test Range (WATR) mobile operational facilities (MOF) (fig. 1) provide 

diverse support capabilities and systems. MOF systems are available for rapid deployment to a specified 

location on short notice. These systems provide radio-frequency communication, video and telemetry 

tracking support, and telemetry tracking for test missions outside local airspace boundaries.

The WATR mobile operational facilities included the following capabilities:

• 35-ft semi-trailer (fig. 2) equipped with 6-ft telemetry antenna (L-band uplink, L/S-band receive), 

Differential Global Positioning System (DGPS), UHF/VHF radio and intercom system, two 

mobile 4-foot trailer-mounted systems, standalone mobile telemetry systems (fig. 3), and 4- or 6-

foot antennas (L-band uplink, L/S-band receive).

• Several user trailers and/or custom ground control stations.

The following improvements and upgrades were noted in FY2011: 

• Provided new WATR Mobile Operations Center for project build-up and deployment capabilities. 

• Remote project user site with interface (fiber/copper) to WATR and Air Force Test Center 

(AFTC) facilities. 

New mobile telemetry facility, L-band uplink, L/S-band receive), DGPS, UHF/VHF radio and intercom 

system available for WATR and AFFTC project support.

 Photo courtesy: NASA/Bill McMullen

Figure 1. Mobile Systems Operations Center.
61

 Photo courtesy: NASA/Bill McMullen

Figure 2. Mobile Telemetry Support Trailer.

 Photo courtesy: NASA/Bill Showers

Figure 3. Mobile Suite Case Telemetry Systems.

Contacts 

Bill McMullen, DFRC, Code MR, (661) 276-5049
62

Real-Time Data Processing/Monitoring Systems

Summary

Data is acquired and merged from multiple sources in various formats to a single, time-correlated, 

composite stream for processing, distribution, real-time display, and storage archival (fig. 1). Segments of 

post-mission data are immediately available on portable media. Post-flight radar data is provided in the 

appropriate engineering parameters. The mobile operations system can process and display data onsite, or 

reformat data and transmit it to a customer’s facility. 

The Western Aeronautical Test Range (WATR) Mission Control Center (MCC) (fig. 2) provides realtime mission operations for test conductors, research engineers, range safety, and other project personnel. 

The MCC is used for monitoring of data for flight safety and mission success with data analysis for inflight test point clearance.

The real-time data processing/monitoring systems include the following capabilities:

• Capable of up to 6 Pulse Code Modulation (PCM) and custom data streams.

• Capable of up to 1,000,000 samples per second of data.

• Handles both telemetry and radar data.

• Capable of six telemetry streams from 1 to 30 Mbps each.

• Accommodates complex user computational models.

• Provides data archival.

The following improvements and upgrades were noted in FY2011:

• WATR Integrated Next Generation System (WINGS) Cache Data Server (CDS) Replacement. 

• Mission Control room video upgrades to high definition video wall. 

• Upgraded the Digital Integrated Communications Electronics System (DICES) development and 

engineering work.

 ED07-0093-07

Figure 1. Telemetry Radar Acquisition Processing System (TRAPS) 2.
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Photo courtesy: NASA/Robert Guere

Figure 2. Mission Control Center 2.

Contacts

Bill McMullen, DFRC, Code MR, (661) 276-5049
64

Range Safety Ground Systems

Summary

Range Safety Officers monitor flight-critical data as well as time-space positioning data. The command 

transmitter systems (CTS) (fig. 1) along with the command panels located in the control room are used for 

flight termination of errant vehicles.

The Range Safety Ground Systems consist of two pairs of transmitters with multiple command panels for 

activation; Global Real-Time Interactive Map (GRIM) for situational awareness; legacy and Enhanced 

Flight Termination System (EFTS) capability; and dual sites for dual mission support capability.

The following improvements and upgrades were noted in FY2011: 

• Upgraded situational awareness display capability with commercial off the shelf (COTS) 

solution.

• Upgraded Range Safety Impact Predictor program and displays.

• Installed EFTS capability (Phase 1) as Air Force Flight Test Center (AFFTC) and Western 

Aeronautical Test Range (WATR) support capability (fig. 2).

Photo courtesy: NASA/Robert Guere

Figure 1. Flight Termination System (FTS) Control.
65

 Photo courtesy: NASA/Robert Guere

Figure 2. EFTS Control. 

Contacts 

Bill McMullen, DFRC, Code MR, (661) 276-5049
66
67

Technical Laboratory Services

Technical Laboratory Services, Code MT, supports structures engineering in the Flight Loads Laboratory 

and simulation engineering in the Research Aircraft Integration Facility. The core group consists of 

electronic technicians and engineering technicians (mechanical), who perform the operations, 

maintenance, buildup, instrumentation, testing, troubleshooting, and data collection of test articles, flight 

hardware, flight simulators, and the laboratory test equipment.

The Dryden Flight Research Center (Edwards, California) Flight Loads Laboratory (FLL) is a unique lab 

for structural and thermal testing of aerospace structures. The Technical Support Services Branch 

supports the FLL in the following discipline areas: 

• Loads Calibration Testing including test fixture build up, data acquisition (DA) and display 

systems, load application build-up, load control, instrumentation installation, and test support.

• Ground Vibration Testing including test fixture build up, DA and display systems, soft support 

maintenance and load checks, control, instrumentation installation, and test support. 

• Hot Structures Testing including test fixture, heater and oven build, DA, display, and thermal 

control, systems load application build-up, load control, installation of high-temperature 

instrumentation, and test support. 

• Chamber for Large-Scale Hot Structures Testing including support operating and maintaining 

gaseous and Liquid Nitrogen systems power control cabinets, load application and control, 

custom-built oven system instrumentation, and test support. 

• Instrumentation installation including strain, temperature, heat flux, and fiber optic measurements 

sensors on advanced materials including: metallic, metal matrix composites, super alloy 

honeycomb, C/C and C/SiC.; attachment techniques include epoxy-based adhesives, ceramic and

graphite cements, and plasma and Rokide thermal spraying.

The Technical Laboratory Services team supported simulation engineering in the Research Aircraft 

Integration Facility throughout 2011. This versatile team worked on aircraft that ranged from hosted 

programs to reimbursable work and those that belonged to our long-standing partners. The Technical Lab 

provided support in simulation systems fabrication, assembly, maintenance, modification, installation, 

and operation; assisted in the development of simulators and control rooms; performed system hardware 

integration, simulation system calibration, circuit card build-up, and mechanical buildup and 

modifications for the Simulation Group. The core team consisted of electronic technicians and 

engineering technicians (mechanical), who performed the operations, maintenance, buildup, 

instrumentation, testing, troubleshooting, and data collection of test articles, flight hardware, flight 

simulators, and the laboratory test equipment.
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Structurally Integrated Thermal Protection System 

Summary

As part of a multi-center effort and private industry partnership, basic manufacturing, testing, and analysis 

technologies for a new thermal protection system (TPS), termed Structurally Integrated Thermal 

Protection System (SITPS), is being investigated. The vehicle skin is an integrated TPS that is able to 

carry the mechanical and thermal loads resulting from hypersonic flight and share the loads with adjacent 

panels.

The Technical Support Services team instrumented an aluminum surrogate panel to be used as a 

pathfinder for SITPS-2 testing. The team evaluated the performance of the Phase 1 test setups to impart 

the desired loads that will be required for the SITPS-2 testing, and developed and evaluated the test 

procedures and data processing procedures for the Phase 2 tests (figs. 1-3).

Figure 1. Torsion test fixture.
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Figure 2. Four point bending test fixture.

Photo courtesy: NASA/Larry Hudson

Figure 3. Pressure test fixture.

Contacts 

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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Phantom Eye Ground Vibration Test/Structural Moment of Inertia 

Summary

The Phantom Eye Ground Vibration Test (GVT)/Structural Moment of Inertia (SMI) was a reimbursable 

effort to design a soft suspension system for a High Altitude Long Endurance (HALE) vehicle. The 

Technical Support Services team used bungees as soft springs to provide adequate dynamic isolation, and 

performed creep and dynamic characterization tests to evaluate appropriate design parameters for 

bungees.

The team used test instrumentation and data acquisition system to record displacement data and provided 

test support for test setup/tear down and execution of testing. The team successfully performed critical 

lifts, extensive creep and dynamic characterization testing on parallel spring setup that combined spring 

types 1 and 2, and supported the holdback test.

Contact 

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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G-III Aircraft

Summary

The skilled technicians in the Technical Services support group performed several upgrades to the G-III

aircraft (T/N 804) (fig. 1) in 2011. The Technical Services support group also sent a team to the Dryden 

Aircraft Operations Facility (DAOF) in Palmdale, California to install strain gages on the VHF antenna 

panel to help resolve stress issues, installed wing thermocouples for air temperature base line flights, built 

a small data acquisition system (DACS) to support flight tests, and installed 24 strain gages on the 

Adaptive Compliant Trailing Edge (ACTE) flap. 

 ED-12-0191-12

Figure 1. National Aeronautics and Space Administration Dryden Gulfstream G-III aerodynamics 

research test bed aircraft.

Contact

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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Photogrammetry System to Temecula Temporary Duty

Summary

Photogrammetry is an optical technique for measuring strains and spatial deformations. High-speed 

cameras support both static and dynamic testing of coupon specimens to large aircraft (fig. 1). The 

Technical Services support team sent a technician with equipment to perform photogrammetry of a 

bladder for a re-entry vehicle. Typical team photogrammetry support consists of operating and 

maintaining the equipment, test support, and data reduction and processing.

 Photo courtesy: Trilion Quality Systems

Figure 1. Basic photogrammetry set up.

Contact 

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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Stratospheric Observatory for Infrared Astronomy

Summary

The Stratospheric Observatory for Infrared Astronomy (SOFIA) activity was a reimbursable effort to 

install instrumentation to monitor telescope temperatures and cooling system, install resistance 

temperature detectors (RTDs) on the ground control monitoring cart, install RTDs on the telescope and 

frame, and make thermocouple (TC) probes to monitor cavity air temperatures (fig. 1). The Technical 

Services support team provided unique instrumentation expertise making customized TC transducers and 

specialized expertise installing instrumentation on delicate test articles. The Technical Services support 

team successfully installed four RTDs onto Liquid Nitrogen (LN2) system ground support equipment, 

installed 22 RTDs on the telescope assembly and frame, and built 27 customized ultra-fine TCs air probe 

welding sensors using .0005 mm TCs. 

 ED-08-029-23

Figure 1. Stratospheric Observatory for Infrared Astronomy telescope cavity.

Contact 

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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Dynamic Inertia Measurement Test

Summary

The primary objective of this project was to adapt the Dynamic Inertia Measurement (DIM) test method 

for accurately measuring, in a practical manner, the rigid-body mass matrices (ten unique terms) of large 

aerospace vehicles such as aircraft, possibly weighing as much as 20,000 to 40,000 lb using six direction 

of freedom force/moment transducers. The Technical Services support team successfully performed 

working load checks on 60,000 lb capacity soft supports and provided set up and tear down of the 

complex systems (fig. 1).

Figure 1. Iron Bird Soft Support and Jack Footprint Diagram.

Contact 

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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X-48B Mass Properties Testing

Summary

The X-48B mass properties testing activity was developed to determine the mass properties of the X-48B 

aircraft (The Boeing Company, Chicago, Illinois) (center of gravity (CG), moments of inertia), determine 

CG values to ±0.1 inch, moment of inertia values to within ±2.5 percent, and independently verify mass 

properties experimental techniques on a separate test article. The Technical Services support team 

contributed their expertise in the Flight Loads Laboratory (FLL) mass properties testing capabilities, 

multiple methods of mass properties testing depending on geometry/weight, and accurate determination 

of all CG values and multiple axis moment of inertia values (fig. 1). The Technical Services support team

successfully designed, fabricated, and assembled mass properties truth standard, completed the mass 

properties experimental technique validation on a truth standard, and completed the mass properties 

determination on the X-48B aircraft.

 Photo courtesy: The Boeing Company

Figure 1. X-48B aircraft in mass properties rig.

Contact 

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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HyperSonic Vehicle Test Article 

Summary

The HyperSonic Vehicle Test Article (HSVTA) was a reimbursable United States Department of Defense 

(DoD) program involving the mechanical load and thermal testing of a forebody section of a hypersonic 

missile. The Technical Services support team contributed their knowledge of the Flight Loads Lab (FLL) 

mechanical loading and hot structures testing capabilities, mechanical load systems, inert test chamber, 

radiant heating systems, test data acquisition systems, high-temperature instrumentation, and pulsed 

thermography non-destructive evaluation system. The team successfully completed thermal soak and 

thermal shock profile testing (fig. 1), completed post-test thermography inspection, and delivered all the 

test data to the customer.

 Photo Courtesy: NASA/Larry Hudson

Figure 1. HSVTA in thermal test set up.

Contact 

Ronnie Haraguchi, DFRC, Code RS, (661) 276-2367
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F-18 Test Bench

Summary

Code MT, otherwise known as the Technical Laboratory Services, fabricated and built up the new F-18 

test bench, which included building up the circuit cards, wiring the chassis, developing mounting racks, 

designing and buildup of the chassis cooling, and assisting in the initial power-up and testing of the 

bench. In addition, the team modified the Actuator Model Assembly (AMA) panels (fig. 1), built up the 

AMA BIT mode boards, built the test cable, modified the hardware interface unit (HIU) AC board (fig. 1)

(25 boards with 16 resistors each), tested and inspected the boards after changing the resistors, and 

fabricated and installed cable for the F-18 Interactive Analysis and Display System (IADS).

 Photo Courtesy: NASA/John Spooner

Figure 1. Actuator Model Assembly.
78

 Photo Courtesy: NASA/John Spooner

Figure 2. HIU AC board.

Contact

Gary Kellogg, DFRC, Code ME, (661) 276- 3779
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Simulation Electric Stick and Cockpit Interface Unit 

Summary

The Technical Services support team fabricated, assembled, calibrated, modified, and repaired a 

simulation electric stick (SES) II amplifier chassis (fig. 1), an SES inline filter box, SES force feedback 

motors (fig. 2), and the SES II yoke grounding. Based on the work provided by the team, the SES and 

accompanying cockpit interface unit (CIU) now fit within the simulator cockpit. The significantly reduced 

rack components and size no longer require a separate rack assembly. In addition, the team now performs 

calibration electronically. Calibration is completed in a fraction of the time compared to the old system.

 Photo Courtesy: NASA/John Spooner

Figure 1. New SES II amplifier chassis.
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 Photo Courtesy: NASA/John Spooner

Figure 2. Modified force feedback motor assembly.

Contact

Gary Kellogg, DFRC, Code ME, (661) 276-3779
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Mobile Cockpit Build

Summary

For the mobile cockpit build, the Technical Services support team assembled, fabricated, and integrated 

all hardware including the computers and display units into a rolling cockpit (figs. 1 and 2). Additionally, 

they prepared the unit for the Paint Shop, assembled the unit after it was painted, prepared the unit for 

shipping, and set up a mobile simulation in the Remotely Augmented Vehicles (RAV) Lab.

 Photo Courtesy: NASA/John Spooner

Figure 1. Mobile cockpit.
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 Photo Courtesy: NASA/John Spooner

Figure 2. Mobile cockpit.

Contact

Gary Kellogg, DFRC, Code ME, (661) 276- 3779
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Blended Wing Body (X-48B) Aircraft 

Summary

The Technical Services support team created all specialized cabling to computers, networks, chassis, and 

all interfacing devices for the Blended Wing Body X-48B aircraft (The Boeing Company, Chicago, 

Illinois) (fig. 1). The Technical Services support team also provided cabling for power, all of the 

simulators flight instruments, and controls (fig. 2).

 Photo Courtesy: NASA/John Spooner

Figure 1. X-48 simulator cockpit.
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 Photo Courtesy: NASA/John Spooner

Figure 2. Instrumentation cabling. 

Contact 

Gary Kellogg, DFRC, Code ME, (661) 276- 3779 
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Consolidated Information Technology Center (CITC)

The Consolidated Information Technology Center (CITC) provides a secure environment for all of 

Dryden's consolidated information technology (IT) services. The CITC was designed to lower operating 

costs, conserve energy and water, be safer and healthier for occupants, and reduce greenhouse gas 

emissions. The following information on the CITC is taken from: http://www.nasa.gov/centers/ 

dryden/pdf/695829main_CITC_annual_report_2011.pdf (accessed February 11, 2013).

Dryden’s Consolidated Information Technology Center replaced antiquated facilities and 

consolidated all IT services into one 40,000 square feet facility. It provides a secure 

environment and enables us to do more. In addition, the costs of this building over its life 

cycle will be much lower.

Designed by the Development One Inc., architectural firm of Santa Ana, Calif., the new 

building is a state-of-the-art facility that meets both current and anticipated future 

information technology requirements. The building provides energy conservation, 

recycling, and water efficiency. Dryden's facility is a silver building, a second of four 

tiers used to describe new Leadership in Energy and Environmental Design, or LEED 

Buildings, as designated by the U.S. Green Building council.

It also marks the first "green" building to be constructed at Dryden. The new building 

consists of steel-frame, concrete masonry construction, with aluminum and glass wall 

elements and perforated metal overhangs. The new facility is in line with agency-wide 

goals to consolidate IT resources and building more environmentally sound buildings.

The facility is expected to improve the overall reliability of IT service delivery to Dryden 

customers. It was designed as a Tier III building, which means there is redundant power 

and cooling for everything, so any one component failure doesn't impact IT service 

delivery. 

The new information technology center is a model for NASA data centers of the future. 

Communication Services

• Network (Wired and wireless networks, Remote Access (VPN), Video over IP, 

Video Portal)

• Firewall Management

• Cable Plant

• Voice (Telephones ; VoIP, Secure Phones, Analog Phones)

• Land Mobil Radio (LMR)

• Overhead paging

• E911/CER-Center Emergency Response

End User Services (Via ACES)

• Computers (PC/MAC/Linux desktop and Laptops)

• Mobile Devices (Cell Phones, Smartphones, Tablets (iPad), Air-Cards/MiFi Mobile 

Hot Spots)

• Printers (Network Printers, Multi-function Devices (MFDs)

• Other (ACES Product Catalog, Loner Pool, WebEx, Home use Software)
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Direct Mission Support

• IT Systems Engineering (IT Consulting, IT Solutions Architects, System Security 

Plan Support)

• Dryden Local Service Desk

Multimedia Services

• Photography (In Flight and Standard, production, archive)

• Graphics

• Video (In Flight, production, Conf Room A/V design, Archive)

• Reproduction (Quick Copy Services)

Data Center Services

• Hosting (Computing Services, Data Storage, Virtual Machines)

• Housing (Tier 3 Center; Rack Space, Cooling, Power)

• Value –added Services (System Administration, Lab and Engineering seat 

Management, Data Management and Delivery—Flight Data)

Application Services

• Application Development

• Content Management

• Application Administration

Security Services

• IT Security Policy

• Assessment and Authorizations (Security Plan Management, A&A Scheduling and 

Coordination)

• Identity, Credential, and Access Management (NAMS Workflow Development)

• Monitoring (Intrusion Detection, Incident Response)

• Threat Vulnerability (Vulnerability Scanning, Patch Management)

Contact Information

Lawrence Freudinger

Chief Information Officer

Office of the CIO

Dryden Flight Research Center

661-276-3542

E-mail: lawrence.c.freudinger@nasa.gov
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Flight Loads Laboratory

The Flight Loads Laboratory (FLL) is part of the Aeronautics Test Program (ATP), which ensures that 

wind tunnels, air-breathing propulsion test facilities, and flight operations services at the National 

Aeronautics and Space Administration (NASA) are available to government, corporations, and 

institutions. The following information on the FLL is taken from 

http://www.aeronautics.nasa.gov/atp/facilities/fll/M187015fll_print_ 508.pdf (accessed February 11, 

2013).

The Flight Loads Laboratory (FLL) was constructed at NASA’s Dryden Flight Research 

Center in 1964 as a unique national laboratory to support flight research and aircraft 

structures testing. FLL personnel conduct mechanical-load and thermal tests of structural 

components and complete flight vehicles in addition to performing calibration tests of 

vehicle instrumentation for real-time determination of flight loads. Mechanical loads and 

thermal conditions can be applied either separately or simultaneously to simulate 

combined thermal-mechanical load conditions. FLL personnel also conduct modal survey 

and structural mode interaction testing to support structures research and assess aircraft 

for flutter airworthiness. 

The FLL’s experienced and skilled technical staff provides expertise in ground and flight 

test design and operations; load, stress, dynamic, and thermal analysis; and 

instrumentation and measurement systems development. This expertise, coupled with a 

large array of capital equipment and advanced data acquisition and control systems, make 

the FLL an ideal laboratory for research and testing of aerospace vehicles and structures 

flying in the subsonic through hypersonic flight regimes.

Facility Benefits

• Single facility capable of conducting mechanical, thermal, and structural dynamics 

research and testing.

• Combined thermal, mechanical, and structural dynamics testing allows for study of 

the effects of these combined conditions.

• Verification of static or dynamic structural performance at realistic flight 

temperatures.

• Conventional and high-temperature instrumentation for ground and flight testing.

• Fiber optic sensing technology for real-time distributive strain and temperature 

sensing.

• Photogrammetry system for non-contact strain and deformation measurements.

• Transient thermography for non-destructive evaluation of materials and structures.

• Location allows direct access to Dryden Flight Research Center and Edwards Air 

Force Base taxiways and runways, including the Rogers Dry Lake.

Facility Applications

• Component and full vehicle testing

• Thermal, mechanical, and structural dynamics testing

• Key projects supported: X-15, X-24, YF-12, Space Shuttle, F-111 AFTI/MAW, X30, F-15 ACTIVE, X-37, X-38, X-43, Orion Crew Module, F-18 AAW, E-2C 

Advanced Hawkeye, Global Observer
88

Facility Characteristics High-Bay Dimensions

 164 ft wide by 120 ft deep by 40 ft high

Mechanical Testing

Capability Proof and loads calibration testing of aircraft 

components and structures

Channels 84 channels of hydraulic load control

Loading 

equipment

Actuators and load cells for loads up to 

300 000 lbf, load frames (220k, 100k, 25k lbf)

Thermal Testing

Capability Large-scale air and inert atmosphere testing

Channels 264 channels of independent model-free 

adaptive control

Temperature 

range

-320 to >3000°F

Heating systems Quartz lamp and graphite heating

Support systems Large nitrogen atmosphere test chamber, 

4000 gal liquid nitrogen supply, thermal-spray 

systems

Structural Dynamics Testing

Capability Modal survey and structural mode interaction 

testing

Systems Portable data acquisition with 336 channels

Soft support Self-jacking system (60k lb), overhead suspension 

systems (up to 14k lb)

Sensors Room- and high-temperature, seismic and low 

frequency accelerometers

Data Acquisition and Monitoring Systems

Data acquisition 1920 data channels (expandable)

Fiber optic data 

acquisition

Distributive strain/temperature systems with 10’s of 

thousand sensors at sample rates up to 

100 sps

Data display Interactive Analysis and Display System (IADS)

Video Networked video system

Communication Wireless communication

Contact Information:

Thomas Horn

Chief, Aerostructures Branch

Dryden Flight Research Center

661–276–2232

E-mail: thomas.j.horn@nasa.gov 

Larry Hudson

FLL Chief Test Engineer

Dryden Flight Research Center

661–276–3925

E-mail: larry.d.hudson@nasa.gov
89

Research Aircraft Integration Facility (RAIF)

The Research Aircraft Integration Facility (RAIF) is part of the Aeronautics Test Program (ATP), which 

ensures that wind tunnels, air-breathing propulsion test facilities, and flight operations services at the 

National Aeronautics and Space Administration (NASA) are available to government, corporations, and 

institutions. The following information on the RAIF is taken from: 

http://www.aeronautics.nasa.gov/atp/facilities/raif/ M187016RAIF_dsi.pdf (accessed February 11, 2013).

NASA Dryden’s Research Aircraft Integration Facility (RAIF) provides the ability to 

seamlessly integrate simulation and vehicle systems under one roof. This one-of-a kind 

facility can simultaneously support a wide variety of advanced, highly integrated 

aerospace vehicles through all phases of a research program, from conceptual design to 

flight.

The RAIF offers high-fidelity six degree of freedom, batch, and real-time flight 

simulation capabilities. The facility provides support for system integration and closedloop verification and validation testing of components, systems, and entire vehicles. Also 

available are complete aircraft ground-support services, including all electrical, hydraulic, 

and cooling-air systems required for vehicle-system integration, functional checks, and 

routine aircraft maintenance.

Facility Benefits 

• Provides research teams with the means to conduct efficient, thorough testing of 

advanced, highly integrated research vehicles 

• Provides configurable systems for all facets of a research program including 

simulation software, hardware, and direct vehicle support infrastructure

• Provides scalable systems for 

− Evaluation of design concepts 

− Piloted or vehicle- and hardware-in-the-loop operations 

− Combined systems testing 

− System integration and full mission support 

− Control-room training, mission planning, and data analysis 

• Can be configured to accommodate up to 11 simulation laboratories 

• Can be tailored to support varying access and security requirements within each lab 

• Offers audio, video, and data connectivity to any of the six facility hangar bays as 

well as to the Dryden Mission Control Center 

Facility Applications 

The RAIF has been a critical asset for the successful implementation of some of the 

nation’s most revolutionary and valuable research efforts. These efforts supported a 

variety of research vehicles that cover subsonic through hypersonic flight regimes, 

including X–43A(Hyper-X), F–18, F–15, and C–17. 

Data Acquisition and Processing 

• Simulation software capabilities: 

− High-fidelity, 6-DOF simulation packages 

− Software simulation package supports both real-time (human-in the-loop and 

hardware-in-the-loop) and non-real-time (desktop) operations 

− Common, configurable software supporting multiple projects 

− Multiple operating system platforms (Solaris and Linux) 

− Support multiple programming languages (FORTRAN, C, C++, Java, and Ada) 
90

− Multiview out-the-window graphics with heads-up displays

(HUD) and articulated three-dimensional models of flight vehicles 

− Operable by one person 

• Simulation hardware capabilities: 

− Dedicated or configurable fixed-base engineering simulation cockpits 

− Configurable hardware interface units for vehicle-systems integration testing 

− Common configurable hardware to support multiple projects 

− Configurable Simulation Electric Stick (SES) and rudder pedal systems 

− Configurable Cockpit Interface Unit (CIU) 

− Flight hardware interface capability (MIL–STD–1553, ARINC 429, and analog 

and discrete signals) 

Characteristics 

• Test bays 1, 2, and 3 provide over 30,000 square feet of hangar space

• The 225-by 135-ft hangar is accessible through a split 225-by 50-ft door 

• Test bays 4 and 5 provide a total of 12, 500 square feet of hangar space

• Test bay 6 is a single-vehicle bay providing 1000 square feet of hangar space that can 

be configured to support programs with more stringent security requirements

• Test bay data and communication connectivity to RAIF simulation labs and Dryden 

control rooms 

• Co-located vehicle maintenance support staffing

• Co-located program and vehicle engineering and technician staff

• Complete vehicle support systems (aircraft cooling, electrical power, and hydraulics) 

• Electrostatic Discharge Association (ESD)certified support labs 

Contact Information 

Gary V. Kellogg 

Chief, Simulation Engineering Branch

Dryden Flight Research Center 

661-276-3779 

E-mail: gary.v.kellogg@nasa.gov 
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Western Aeronautical Test Range (WATR)

The Western Aeronautical Test Range (WATR) is part of the Aeronautics Test Program (ATP), which 

ensures that wind tunnels, air-breathing propulsion test facilities, and flight operations services at the 

National Aeronautics and Space Administration (NASA) are available to government, corporations, and 

institutions. The following information on the WATR is taken from: http://www.aeronautics. 

nasa.gov/atp/facilities/watr/M187017_watr_508.pdf (accessed February 11, 2013).

NASA Dryden Flight Research Center’s Western Aeronautical Test Range (WATR) 

supports aerospace flight research and technology integration, space exploration 

concepts, airborne remote sensing and a wide variety of science missions. 

The WATR supplies a comprehensive set of resources for the control and monitoring of 

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

communication of information to flight and ground crews. 

Facility Benefits 

• Precision RADAR provides time space positioning information (TSPI) on research 

vehicles, International Space Station (ISS), and other targets, including satellites. 

• Fixed and mobile telemetry antennas receive real-time telemetry data and video and 

have the capability to transmit uplink commands to research vehicles. 

• The processed data is displayed at the engineering stations in the mission control 

center and archived in a post-flight storage area. 

• Audio communication networks support aeronautics research and space operations in 

the WATR, covering a broad frequency spectrum for transmitting and receiving 

voice communications and flight termination signals for unmanned aerial vehicles. 

• Video monitoring provides real-time and recorded data for the control and safety of 

flight test missions.

Facility Applications 

The WATR supports aerospace flight research and technology integration, space 

exploration concepts, airborne remote sensing and science missions, as well as the ISS 

operations. 

Characteristics 

WATR Mission Control Centers 

• 26 test engineering stations in MCC1 and 19 in MCC2 including: − Communications 

(radio and intercom) panels − Video monitors, − Weather data − IRIG-B timing − 

Specialized graphics displays. 

• Range and mission control, test operations, range safety and test director consoles 

provide critical analysis and display capabilities. 

• The WATR mobile systems 

• Available for rapid deployment to a specified location on short notice. These systems 

provide: 

− Radio-frequency communication 

− Video and telemetry-tracking support

− Telemetry tracking for test missions outside local airspace boundaries

− Uplink commands to research vehicles 
92

Data Acquisition and Processing 

Data is acquired and merged from multiple sources in various formats to a single, timecorrelated, composite stream for processing, distribution, real-time display and storage 

archival. Segments of post-mission data are immediately available on portable media. 

Post-flight RADAR data can also be provided if reverted. The mobile operations system 

can process and display data onsite, or reformat data and transmit it to a customer’s 

facility. 

Telemetry 

WATR telemetry tracking systems consist of: 

• Multiple fixed antennas and available mobile systems 

− Downlinked telemetry and video signals in C-, L-, and S-bands. 

− Uplinked commands in either L-or S-bands. 

− Track targets from horizon to horizon. 

− Certified for full on-orbit capability. Downlinked telemetry may be received in 

either analog or digital format. 

Communications 

Radio Frequency (RF) Communications:

• More than 40 ultra-high-frequency (UHF), very-high-frequency (VHF), and highfrequency (HF) transmitter receivers. 

• UHF flight termination systems, for IRIG or EFTS based systems 

• Extensive range intercommunication system consists of: 

− Trunk lines 

− Public address systems 

− Commercial telephone systems 

− Military ground-communication networks. 

• An integrated communications system, including: − Ground-based fiber optics. − 

Orbital satellites 

• Satellite Communication capability. 

− Used to relay telemetry, radar, audio and video data 

RADAR 

• Two high-accuracy, C-band instrumentation radars. 

• Track targets out to a distance of 3,000 nautical miles with accuracies to 0.0006 

degrees in angle and 30 feet in range. 

• Video 

• Numerous fixed and mobile camera systems for flight monitoring, safety and mission 

control. 

• Long-range, broadcast-quality, high-definition optical system providing day and 

night (including infrared) coverage 

• Coverage of the flight line, ramp areas and runways. 

• Mobile video vans 

− Capability to relay live-action imagery via microwave links. 

− Capability to relay live action imagery via ground video van C-Band TM uplink. 

− Downlinked video from research vehicles or chase aircraft can be received in C-, 

L-, or S-band frequencies. 

− Video recording is provided on Super VHS, Beta Superior Performance, DVD, 

and other high-definition media. 
93

Contact Information

Darryl Burkes

WATR Project Manager

Dryden Flight Research Center

661–276–2517

E-mail: darryl.a.burkes@nasa.gov
94
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2011 AWARDS, RECOGNITION, AND CONFERENCE PAPERS

NASA Medals

Exceptional Service Medal (ESM)

William D. McMullen

Exceptional Leadership Medal (ELM)

Roberta B. Sherrard

Group Achievement Award

DFRC Full-Scale Advanced Systems Testbed/Model Reference Adaptive Control Research Team 

(FAST/MRAC)

NASA/Northrop Grumman Global Hawk Development Team

Orion Abort Flight Test Pad Abort-1 Team

2011 NASA Small Business Prime Contractor of the Year

Arcata Associates

Dryden Peer Awards

Can-Do Attitude Award

Theresia Pettit, Arcata

Mission Support – Education/Outreach/Volunteer

Debbie Phillips, Arcata

Mission Support – Information Technology

Dennis DaCruz

Pride in NASA (PIN) Award

Carla Thomas, Arcata

Unsung Hero Award

Theresia Pettit, Arcata

Certificates of Appreciation, Arcata Associates

Jason Abueg, Carl Baccus, Zach Bowen, Daniel Burgdorf, Jennifer Campbell, Anthony Canada, Greg 

Cole, Monroe Conner, Anne Crowell, Richard Courtois, Ryan Daily, Kevin Dolber, Gary Edwards, Dave 

Faust, Joe Fernandez, Tim Fisher, Denise Harris, Joe Innis, Michael Johns, Todd Kunkel, Robert Law, 

Daniel Lehan, Lori Losey, Gustavo Marmolejo, David Matthews, Samantha McGovern, Todd Mostyn, 

Steve Parcel, Tim Peters, Emily Peterson, Theresia Pettit, Debbie Phillips, John Pitre, Robert Racicot, 

Brady Rennie, Jim Ross, James Round, Craig Sayler, Josh Schweitzer, Warren Shearer, Jack Sheldon, 

Steve Simison, Brian Soukup, Carla Thomas, Thomas Tschida, Dave Upton, Jesus Vazquez, Donna 

White, Tracey Pardue, Jennifer Wilson, John Wong, Jesse Zamarripa
96

Conference Papers Published in 2011

Kevin Knudtson, Alice Park, Bob Downing, Jack Sheldon, Robert Harvey, and April Norcross, “Wings 

Chapter 10 Tool,” 2011 International Telemetering Conference (ITC/USA), Las Vegas, Nevada, October 

24-27, 2011.