3 Day Open Conference (at a glance)
3 Day Open Conference (at a glance)
Three purpose-built 120 seat auditoriums, integrated into the exhibits floor, provide visitors with a FREE TO ATTEND technical program of 100+ expert technical presentations from across the aerospace test, analysis & inspection communities. The 'Open Conference' will focus on new product & service innovations, technological developments & latest test/analytical/inspection methodologies.
Tuesday 18th November 2008
10.20 - 17.00
Auditorium 0
Auditorium 1
Tuesday 18th November 2008
10.20 - 10.30
Auditorium 1
Data Acquisition for Testing of Rotor-Configurations in Wind-tunnels
Tuesday 18th November 2008
10.30 - 11.00
Auditorium 1
Wind tunnel measurement applications require real-time data acquisition and monitoring across many channels, a challenge due to large amounts of data and processing. Bustec’s true 24-bit Sigma-delta digitizers provide sustained data rates in excess of 80MB/sec. The system includes 128 channels sampling at 100kHz, and allows the data to be monitored and then moved to a RAID system for storage and further processing. These 128 channels are directly connected to voltages or ICP sensors. Low-speed multiplexed ADCs and counters are also a part of the system.
Easy integration of digital high speed cameras for airborne applications
Tuesday 18th November 2008
11.00 - 11.20
Auditorium 1
Not just in airborne applications, film cameras need to be replaced now due to a lack of film supply plus the need for immediate availability of image data. Digital high-speed cameras with a built-in PowerPC like the AOS X-EMA can be configured so they behave similar to film cameras resulting in minimal modifications on the airplane as well as during the test procedure. Existing hand-shake routines can be duplicated by a number of programmable status lines. The airborne applications of high-speed cameras provide sensitive and often non-repeatable images; protecting valuable image data is a key factor. Compact Flash data interfaces allow copying the image sequences automatically to non-volatile memory cards possibly when the airplane returns from its mission to the home base. By building-in a NiMH Battery to the camera, the data can even be secured if the airplane power is turned-off in an emergency.
Understand the CANbus
Tuesday 18th November 2008
11.20 - 11.40
Auditorium 1
Best practices in the use of non-contact capacitive smart displacement, gap and hole sensors for aircraft and aircraft engines
Tuesday 18th November 2008
11.40 - 12.00
Auditorium 1
Latest feedback from end users in the development of "Next Generation" capacitive multiple stage Engine Rebuild Eccentricity and Fan Blade Length (longest blade) Measurement Systems based on Windows newest techniques using capacitive displacement gap and bore diameter sensor technology for aerospace applications including: Simultaneous eccentricity measurement of multiple HPC or HPT stages in engine production or rebuild using new LiniGage system based on Windows fan blade length and blade tip gap measurement for GE90, GENx, CF6, CF34, RR Trent and others using Portable "Electronic Feeler Gauge" gap instruments in carbon composite and metal aircraft structures. Automated mapping of bore diameter dimensions on fuselage and wing fasteners holes replacing time consuming split ball and other contact methods.
HBM introduces the latest version of its comprehensive data acquisition software, catman enterprise
Tuesday 18th November 2008
12.00 - 12.20
Auditorium 1
catman® Enterprise, part of HBM's family of highly successful data acquisition software products, is ideally suited for high-channel count applications such as those found in aerospace structural and functional test. This presentation, suitable for experienced and new users of catman® Enterprise alike, will focus on the new features available in version 5.0: Improved flexibility: Additional measurement mode: 3 sample rates New Technology support of optical systems SI40X/DI40X New VBAScript Editor Enhanced import functions (import of online calculations) Enhanced export of MC-Setup file to MS-Excel Many improvements in MD-Client
Life after VB 6 - protecting your test software investment
Tuesday 18th November 2008
12.20 - 12.40
Auditorium 1
With end of extended support for Visual Basic 6, many developers are looking for answers as to how to maintain their legacy VB 6 code, while creating new applications on supported software Microsoft platforms. Visual Basic .NET looks more like C++ than traditional Basic, making the move from VB 6 less than ideal but the move may be worth the effort. To effectively analyze if and which applications you should migrate to VB .NET, you must first understand the key components of .NET, the differences between VB 6 and VB .NET, and your options for migrating to .NET. In this article, discover the key elements of the .NET framework which provide significant benefits to engineers creating distributed applications, organizing large problems, or looking for maximum application performance. In addition, learn how to integrate or convert existing Visual Basic 6 applications into .NET to realize these benefits.
Evaluating different data storage organizational approaches
Tuesday 18th November 2008
12.40 - 13.00
Auditorium 1
As microprocessors are getting faster, storage capacity larger, and data acquisition hardware cheaper, engineers are producing more test and simulation data than ever before. The more date that is collected, the easier engineers can find trends and correlations in their models and decrease the iterations in the product design cycle. However, in order to take advantage of the tremendous amounts of data that is being collected, engineers must have a data storage approach that allows them to easily retrieve and compare data across multiple tests. When creating the test or simulation application, forethought and planning should be put into designing a data management approach that will meet the needs of the current project as well as scale over time to easily integrate new test parameters. There are a number of elements to consider when designing a data management solution. First, engineers must decide on a scalable file format for recording data. This could include ASCII, Binary, XML, and/or a database. This paper will examine each of these formats and considerations to take into account before choosing a format for a particular application. Also, once stored in a format, engineers must decide how best to centralize, organize, and easily retrieve the data for postprocessing. This paper will also discuss several approaches for centralized data management. Finally, this paper will introduce new technology for creating a hybrid approach to data storage and management.
MSE innovations in flow test instrumentation and data acquisition
Tuesday 18th November 2008
13.00 - 13.20
Auditorium 1
MSE’s innovative efforts in fluid mechanics instrumentation have lead to the development of a new processing engine for high frequency laser Doppler flow measurements. This has resulted in highly accurate results obtained from a small and portable signal processing electronics. The processor may be used for high frequency sensor output.
Lunch
Tuesday 18th November 2008
13.20 - 14.00
Auditorium 1
PANEL SESSION – Bell Agusta Helicopter BA609 TiltRotor - technical, pilot & certification focus
Tuesday 18th November 2008
14.00 - 15.20
Auditorium 1
PANELSESSION – Bell Agusta Helicopter BA609 TiltRotor - technical, pilot & certification focus.
Tuesday 18th November (Auditorium 1) 14.00 – 15.20 hrs
Renewable aviation fuels
Tuesday 18th November 2008
15.20 - 15.40
Auditorium 1
The initial goal of a program conducted at Baylor University in the late 90’s was the reduction in emissions of the current widely used Jet A fuel. Blend strengths up to 30% Biodiesel by volume were considered and tested for bench properties and for performance in a ground test engine stand. One blend was then selected and tested in a flight testing program conducted in a King Air A90. Results indicate that some emissions-reduction benefits are indeed obtainable while maintaining both performance and fuel economy. Biodiesel blends have considerable application as turbine fuel extenders. Today’s challenge is not only the environmental compatibility of the fuel but also its availability and costs.
Structures testing in a materials testing environment
Tuesday 18th November 2008
15.40 - 16.00
Auditorium 1
Standardized testing specifications have been applied to production lot testing of turbine rotating part materials to control test variables for many years. The application of these specifications and principles to Structures Testing will yield consistent control of the multiple variables inherent in component testing, The test specifications for controlling the LCF and HCF testing of materials for turbine rotating parts are primarily ASTM E-466 and E-606. Testing of Structures utilizing these specifications for control of the test will afford consistent accuracy and precision to the component test, as has been achieved in materials testing. The utilization of standardized structural test machine elements designed to impart the requirements of these specifications to the structure under test can reduce the overall cost of the test by avoiding the typical custom building of machine elements.
Automated non-contact measurements: Stress and strain, fatigue and modal analysis
Tuesday 18th November 2008
16.00 - 16.20
Auditorium 1
Polytec, the leading manufacturer of Laser Doppler Vibrometers considered to be the gold standard for non-contact vibration characterization of structures of all sizes will be presenting an exciting new development. The presentation will unveil the very first fully automated RoboVib Structural Test Station for full field 3D vibration analysis with an emphasis on EMA integration and CAE workflow. Some of the applications where non-contact measurements become indispensable are vibration analysis of light structures, hot surfaces, rotating structures, long range surveillance, submerged part-testing, or where you just need better data than what you get with conventional techniques. If your goals include reducing experiment-time, seamless FE-Experimental correlation, structural optimization, then you don’t want to miss this presentation!
Tuesday 18th November 2008
16.20 - 16.40
Auditorium 1
Large scale fuselage panel combined loads testing
Tuesday 18th November 2008
16.40 - 17.00
Auditorium 1
Overview of structural ground test methods and techniques. Information will include test setup photographs.
Auditorium 2
Tuesday 18th November 2008
10.20 - 10.30
Auditorium 2
Modeling and analysis support effective electro-mechanical systems integration
Tuesday 18th November 2008
10.30 - 11.00
Auditorium 2
Designing distributed systems now also requires a distributed set of tasks, with many disciplines and suppliers involved in the process, which brings new challenges to address, especially in communication and integration. The system integration phase is a frequent bottleneck. Bringing subsystems and components together into a single system can be a risky, trouble prone, and unpredictable process. Unanticipated problems found at this point in the program can require redesign of subsystems and components or even refinement of the systems requirements, usually resulting in long delays. Challenges include the combinations of electronics and control in the electro-mechanical interface, and interaction of mechanics, electronics and software. Designing a system in a modelled form and analyzing its characteristics in extreme operating conditions can help reveal problems early enough in the design flow to avoid expensive rework and major production delays.
Non-intrusive 1934b bus analysis and monitoring
Tuesday 18th November 2008
11.00 - 11.20
Auditorium 2
This presentation discusses the importance of non-intrusive 1394 bus analysis tools for usage in deterministic data networks. The dynamic bus arbitration scheme in 1394 results in a changing bus architecture whenever a conventional bus/protocol analyzer is added to the bus. While certain communication protocols (SAE AS5643) have been developed specifically to address this issue the fundamental challenge still remains: How can suitable test instrumentation gather data from the bus under test without affecting the system under test itself?
Dranetz-BMI's PMIT and electrical conductivity on aircraft skin
Tuesday 18th November 2008
11.20 - 11.40
Auditorium 2
Aircraft must be safe, because danger in the sky may lead to catastrophic events. The requirements for uncompromising safety must also be fulfilled under extreme weather conditions: very low temperatures, snow, hail and electrical storms. In particular electrical storms are a demanding challenge for aviation instruments and avionics in general. Aircraft are equipped with a conductive outer skin that allows them to function as a “Faraday Cage”. Such an electrostatic screen provides aircraft with sufficient protection against lightning.
Therefore the Aircraft’s Faraday Cage must be checked regularly and even the worst case scenario when an aircraft is struck by lightning must be taken in consideration.. If the aircraft skin has too much resistance the Faraday Effect may be partially eliminated, if struck by high energy lightning. Small resistance measurements of a few Milliohm must be recognized and recorded. This presentation discusses products and methods used to perform these mandatory tests
Wire crimp termination verification using ultrasonic inspection
Tuesday 18th November 2008
11.40 - 12.00
Auditorium 2
The development of a new ultrasonic measurement technique to quantitatively assess wire crimp terminations is discussed. The amplitude change of a compressional ultrasonic wave propagating through the junction of a crimp termination and wire is shown to correlate with the results of a destructive pull test, which previously has been used to assess crimp wire junction quality. Various crimp faults such as missing wire strands, incorrect wire gauge, incomplete wire insertion in connector, are ultrasonically tested, and their results are correlated with pull tests. Results show that the ultrasonic measurement technique consistently predicts good crimps when ultrasonic transmission is above a certain energy amplitude level. A prototype instrument for applying the technique while wire crimps are installed is also presented. Finally, an approach for applying this technique to multipin indenter type crimps will be discussed and preliminary results will be shown.
Embedded health monitoring strategies for aircraft wiring systems
Tuesday 18th November 2008
12.00 - 12.20
Auditorium 2
Health and usage monitoring of structures and active systems has received a wealth of attention in recent years. Microsystems are seen as a core technology for the realisation of these monitors as they offer the potential for multi-sensor integration with active electronics, wireless connectivity and in the future a self-powering capability. This paper focuses on solutions for aircraft wiring systems where in-situ detection of degradation and incipient failure would deliver improved safety and enhanced maintenance efficiency leading to a prognostic capability. Wiring onboard of legacy aircraft is becoming a liability due to prolonged in service life and an increasing possibility of both hard and intermittent wiring faults. The detection of such faults is often time consuming and problematic, resulting in higher maintenance costs and reduced aircraft availability. Several novel approaches are presented to the problem of wire degradation detection in terms of both test and monitoring strategies. Both electric and mechanical methods will be presented together with simulation and experimental results.
The National AeroSpace Training and Research Center: Conquering Aviation and Space Flight Dynamic Motion Environments
Tuesday 18th November 2008
12.20 - 12.40
Auditorium 2
Accurately recreating motion environments experienced by pilots and systems in air and space flight has historically been a challenge. Today about 80% of the mishaps that occur in aviation involve Human Factors. From highly trained military aircrews to today's civilian suborbital space travelers, crews require specialized Human Factors research and training. In addition, the ever expanding market of motion sensitive flight systems requires accurate dynamic environment simulation. The National Training and Research (NASTAR) Center offers a complete range of aviation and space human factors and dynamic environment training and research capabilities. NASTAR Center can generate authentic environments to provide unique test and operational training capabilities like no other facility. Current research and training activities include: - NASA & FAA Upset Recovery Research. - F/A-18 & F-35 tactical flight simulation research for USN & USAF. - Virgin Galactic space traveler training.
High Speed Digital Data Recorders with Turn-key Software
Tuesday 18th November 2008
12.40 - 13.00
Auditorium 2
There are several trends apparent in the data acquisition arena - analog to digital converter technology is improving, providing both improved bit resolution, and higher sampling rates for applications requiring large number of channels. This is especially challenging if the system requirement is to record the sensor data in real-time at rates exceeding 400Mbytes/ second with near real-time displays. GE Fanuc Intelligent Platforms has been the one of very few companies to develop an integrated Digital Data Recorder (DDR) with a powerful turn-key software which provides out-of-the-box system solution. This presentation will discuss the system architecture and various available rack-mount and portable DDR systems. It will also present a layered software architecture with a middleware to support many different demanding applications.It will briefly discuss all supported aerospace applications and the benefits of such an architecture.
Aerodynamic design of the Lockheed Martin cooperative avionics testbed
Tuesday 18th November 2008
13.00 - 14.00
Auditorium 2
The use of recorder playback for high-speed testing
Tuesday 18th November 2008
14.00 - 14.20
Auditorium 2
A recorder has more then one function. It can be used to record data, but it can also be used to playback data. The data can either be from actual test scenarios or it can be generated data specifically designed to verify the avionics system performance under conditions not easily obtained in actual flight conditions. This presentation will describe the characteristics of a record / playback system that would support this type of testing. It will also cove the capabilities needed to generate data to provide multiple test cases in the lab. The presentation will focus on high-speed data such as that received from modern sensors. The same techniques presented can also be used for multiple low speed data streams.
Design for testability: A review of test methodologies applicable to the test of advanced electronic circuits
Tuesday 18th November 2008
14.20 - 14.40
Auditorium 2
There has been tremendous changes in the way Electronic Circuits Boards are designed and tested compared to a decade ago. Today's PCBs use Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGA's), Digital Signal Processing (DSPs) and single chip micro controllers. The resulting complexity associated with board assemblies using current generation devices has spawned the development of a new generation of test equipment, incorporating new test methodologies. Test Capabilities required for the test of today's complex ICs include: 1) In-Circuit Test 2) Edge functional test 3) Emulation Methods 4) Bus Cycle Signature Analysis 5) Boundary Scan A review of Methodologies associated with required test capabilities will include a discussion of: 1) Applicability of Methodologies 2) Advantages of Methodologies 3) Limitations of Methodologies 4) Design Requirements for Methodology implementation 5) Test Program Development / Considerations
Fibre channel testing for avionic applications
Tuesday 18th November 2008
14.40 - 15.00
Auditorium 2
Modern verification methods for airborne FPGA / ASIC designs
Tuesday 18th November 2008
15.00 - 15.20
Auditorium 2
Over the last decade, complexity of FPGA/ASIC designs has grown at an astounding rate. While designing these complex electronic devices is difficult, thoroughly verifying them can be close to impossible -- unless you are using some of the more modern methods that have evolved to address these challenges. Come to this session to get an overview of some of the more recent breakthroughs in verification technology, and learn which techniques might be most applicable to your FPGA/ASIC devices.
Automated mass optimization of a horizontal stabilizer
Tuesday 18th November 2008
15.20 - 15.40
Auditorium 2
The aim of this paper is to present our efforts on automating the process of mass optimization of a horizontal stabilizer of a transport aircraft and also the optimization of the process itself. This process was carried out as a part of an internal study at DEP. This optimization of the supporting structure of the horizontal stabilizer was undertaken with the understanding that the aerodynamic optimization is a different study in itself. Thus with the outer shape i.e. the Numerical Master Geometry being frozen, mass reduction could be carried out by varying the layout of the supporting structure and also the areas of c/s of aerodynamic and mechanical load bearing components.
CAE driven design - getting the weight out
Tuesday 18th November 2008
15.40 - 16.00
Auditorium 2
In civil aircraft design, fuel efficiency is a key performance target which translates to finding an aircraft structure with minimum weight while satisfying the structural integrity requirements. The fierce competition in this market demands that every structural component of an aircraft - ranging from fuselage sections to ribs and brackets - is optimized with respect to its weight. Traditionally, this optimization loop is done via trial and error: a design is created within a CAD system (mostly by modifying previous designs) and in a subsequent task, the functional requirements are validated either by means of CAE or textbook formulas. Through experience, the design is modified various times until the requirements with respect to performance and weight are met. This approach lacks efficiency and repeatability and does not assure that an optimal design is created. The proposed process outlined in this paper starts with a design space, topology optimization technology which gives an optimum starting point for a component or system level design, and size and shape optimization for fine tuning the design. Various case studies from OEMs and aerospace suppliers around the world will illustrate that this approach called the CAE driven design process - delivers a competitive advantage by reducing weight, shortening development time, and increasing design robustness.
Multi-disciplinary design and optimization of an aircraft landing gear
Tuesday 18th November 2008
16.00 - 16.20
Auditorium 2
We will be presenting the multi-disciplinary design of an aircraft landing gear using HyperWorks. This landing gear is designed for aircraft landing and taxiing cases. For the landing event, the energy of the descending aircraft must be absorbed by the landing gear without generating reaction loads that exceed the design limit loads. This reaction load, as a function of landing gear stroke, is referred to as the Dynamic Load-Stroke Curve. In the first part of the design process, the damping characteristics of the landing gear are optimized such that the Dynamic Load-Stroke Curve never exceeds the Dynamic Load Envelope. MotionView is used for multi-body dynamics pre- and post-processing, MotionSolve is used for the multi-body dynamics analysis and HyperStudy is coupled with MotionSolve for optimization. Taxiing can be simulated as two discrete events: braking and turning. These events generate high stresses in the torsion links and lugs. In the second part of the design process we will be presenting the topology and shape optimization of these components such that the maximum stresses do not exceed 120ksi. HyperMesh is used for finite element modeling and OptiStruct is used for optimization.
A dual-oxide CMOS universal voltage level converter for power management in multi-supply system-on-chips
Tuesday 18th November 2008
16.20 - 16.40
Auditorium 2
Power management in aerospace system-on-chips
Various technology drivers have caused a transformation in the design and manufacture of Integrated Circuits (ICs) for military and aerospace markets. One of the drivers is the trend for digital ICs to use lower and lower power supply voltages, partially due to device scaling in finer geometry CMOS devices from several microns to submicron. We propose a Universal Level Converter (ULC) designed at 90nm technology, aimed at power management of system-on-chips which may be used for aerospace applications. The ULC is capable of up-conversion, down-conversion and completely blocking a signal. A dual-oxide power and delay optimized design of ULC is presented here.
Advancements in photogrammerty for speciality dimensional measurement
Tuesday 18th November 2008
16.40 - 17.00
Auditorium 2
Industrial Photogrammetry has expanded well be beyond its roots. Moving from land surveying to deformation studies to specialty applications. Some of these specialty application that will be discussed are Bent Tube Measurement, Gap & Flush (mismatch) measurement, Airfoil measurement, point cloud creation and Ultra high speed real time deformation analyses. Photogrammetry is expanding into area allowing tremendous advance in speed, accuracy allowing increases in productivity.
Flight Test Week - Auditorium 3
Tuesday 18th November 2008
10.20 - 10.30
Auditorium 3
Testing the New Gen split-runway airport sequencing to save jet fuel and avoid airlines having to pay for airport congestion
Tuesday 18th November 2008
10.30 - 11.00
Auditorium 3
To reduce airport delays and gridlock, in combination with ADS-B and RNP - the Split-Runway technology makes it possible to greatly increase runway capacity and save a tremendous amount of jet fuel in the process. To fully implement this innovative process testing at a number of locations is important and can be accomplished through simulation, virtual and flight testing. This of course is a timely effort and very important to the U. S. and world economy to continue our marvelous and developed air transportation system. If we do not act, than many airlines may go out of business effecting manufacturers of parts, support equipment and aircraft.
A400M Flight Test Program
Tuesday 18th November 2008
11.00 - 11.30
Auditorium 3
The A400M programme is the result of a commonly expressed need by 8 European air forces. These armed services asked for a new generation military airlifter. Finally the proposal from Airbus was choosen. This was the first military adventure for Airbus Industrie. Althogouh some of the companies partners had previous experience on the military transport business. As in other multinational programs a workshare of the qualification and certificacion task was agreed. An specific organization was stablished. In order to fulfil the requirement of both strategic and tactical mission performance, the A400M will be powered by new-generation TP400-D6 turboprop engines.The TP400-D6 is being developed, manufactured and supported by EuroProp International (EPI), a European joint venture company consisting of Rolls-Royce, Snecma Moteurs, MTU Aero Engines and Industria deTurbopropulsores (ITP).
Most of the parts of the aircraft were built in different Airbus factories all acroos Europe. As part of the workshare agreements the Final Assembly was asigned to Sevilla. Nevertheless the main Flight Test Center remains at Toulouse. One of the more interesting facts is the handling of both civil and military aspects on certification work.
This paper will show the planification of the Flight Test Program in the A400M program. The workshare of the flight testing between Toulouse and Sevilla. The number of prototypes and the different tasks for all of them.
Also the data link that will have to be deployed between the two flight test centers. The organizations responsible for the certification and qualification work will have to stablish a working structure to monitor all the flight testing. The first flight of A400M is scheduled for mid 2008, although this date could vary depending on the progress on the final assembly work.
The Dawn of Wireless F-16 Instrumentation: A Survey of Flutter Flight Testing With Advanced Subminiature Telemetry System Concept Demonstrator
Tuesday 18th November 2008
11.30 - 12.00
Auditorium 3
The instrumentation expert has always held a permanent chair at the test team table. Real-time analysis and post-flight review of test data is paramount to any conclusions or results derived from the data acquisition process. Instrumented aircraft are heavily modified with dedicated wiring to collect data from various points on test items, stores, or the aircraft itself. The modifications on these unique aircraft are costly to install and maintain and their resulting wiring requirements increase the likelihood of lengthy delays to test programs when problems arise. The development and integration of a wireless network-based miniaturized instrumentation system, the Advanced Subminiature Telemetry system (ASMT), is the solution the flight test community has been waiting for! The ASMT system is a revolutionary idea which, when perfected, will provide unobtrusive externally-installed sensors to collect flight test data. The miniaturized components are intended to minimize the effect on mass and physical properties of the test item while providing accurate, real-time performance information through a wireless network based system which is iNET-ready (Integrated Network Enhanced Telemetry). Additionally, the implementation of this technology will significantly decrease the logistical footprint of installation, maintenance, and system diagnosis. After considerable ground testing and product enhancements, the next step to make ASMT a reality was to validate the performance against a legacy system. Multiple ASMT accelerometers were externally-mounted on LAU-129 launchers using an electro-cleavable adhesive bond during F-16 flutter testing. The focus of the test was to observe low frequency limited-cycle oscillation data (LCO) in the 0-10 Hz range due to airframe response in a new flight configuration. The test verified that the external application of the accelerometers did not affect the LCO susceptibility of the launchers themselves while providing a side-by-side comparison of the ASMT data to the legacy instrumentation data. This parallel comparison measured the effects of latency and eliminated concerns over electromagnetic interference. The potential for full-scale implementation of the ASMT technology has now been demonstrated in F-16 flutter testing. This innovative network will revolutionize flight test instrumentation by reducing preflight logistic impacts, dropping instrumentation related mission aborts, and exponentially increasing instrumentation capabilities. Future applications may include store separations testing as well as high data rate applications in acoustics, pressure, and high frequency vibrations, but the door is now open to all applications in flight testing which require wireless, broadband instrumentation.
Lunch
Tuesday 18th November 2008
12.00 - 12.30
Auditorium 3
F-16 Aerial Demonstration Profile
Tuesday 18th November 2008
12.30 - 13.00
Auditorium 3
A technical evaluation and briefing of one of the finest single-ship airshows ever flown by LM test pilots, Bill Gigliotti and Troy Pennington. This is a presentation only
MA-31 Live Fire Testing, Safe Operations in an unsupported Environment
Tuesday 18th November 2008
13.00 - 13.30
Auditorium 3
Today, test organizations are working in a joint environment with other services and nations around the world. However, even in a joint environment, the majority of flight testing is fully supported by the new weapon system’s manufacturer. These organizations provide vital knowledge of a weapon system’s capabilities, design, and safety features throughout the flight test process. In spite of this, the 40th Flight Test Squadron at Eglin Air Force Base was tasked with the first live fire launch of a Russian MA-31 missile off a F-16, without any Russian support of the weapon system, in a multi-nation and multi-service test effort. Testing of such technology without the support of the home country resulted in a series of safety concerns and complex assumptions. Adding to the intricacy of the project was the number of stakeholders in the launch. The MA-31 target vehicle is an interesting example of the testing of foreign technology without manufacturing, design, or user support from the home country, along with joint component logistics within the test community. The MA-31 target vehicle is a converted Russian X-31 anti-ship missile procured by the US Navy via the Boeing Company. The missile was modified for use on test and training ranges. The X-31 was of special interest to the Navy, as it was known to be a lethal supersonic anti-ship missile capable of sea-skimming or anti-radiation missile profiles. The MA-31 target vehicle would be capable of training crews to combat this threat around the world. Limited numbers of missiles were procured; however, promises of more were made. Russian support of the project soon dwindled. Not long after the initial sale was made, Russia refused to support or sell any additional X-31 missiles to Boeing or the United States. Approximately a decade ago, only three MA-31 target vehicles remained in the US inventory. Due to decommissioning and unavailability of various fighter jets, Air Force F-16’s became the only airframe logically able to carry the missile; however this airframe/missile combination was un-tested. The amount of shielding on the battery squibs was unknown, leading to dangerous electromagnetic interference and compatibility concerns. Disassembly of the missile was known to be hazardous and would destroy missile functionality. Years of testing and modeling were underway to determine the feasibility of launching the last three target vehicles from a F-16. Despite multiple hurdles, US military concerns over the MA-31 flight profiles and radar signatures drove the launch of all three MA-31 target vehicles left in the inventory in December 2007. The objectives for the mission were a mixture of test and evaluation and test support- demonstrate a safe release of MA-31’s from a F-16 and present a missile target for Navy radars and Army Patriot Missile Batteries. Conservative assumptions and precautions ensured successful, safe operations in a complex, unsupported environment. This project reinforced that the test community must always plan for the worst case when no information is available. Notwithstanding, the shear volume of stakeholders in this project was taxing. Effective communication in such an environment was difficult, yet critical to mission success. This live fire mission provides an interesting case study of flight testing in the 21st Century.
Break
Tuesday 18th November 2008
13.30 - 14.00
Auditorium 3
Reconstruction of in-flight interior vibro-acoustic response
Tuesday 18th November 2008
14.00 - 14.30
Auditorium 3
Vibro-acoustic responses inside the fuselage of an in-flight business jet are reconstructed. Two microphone arrays were built to take acoustic pressure measurements inside the fuselage. One circular array was mounted on a track so that it could be moved in the longitudinal direction to measure the acoustic pressures along the circumference of the fuselage. Another planar array was used to measure the acoustic pressures on the closing surface of the fuselage in the bulkhead and cockpit positions, respectively. Over four thousand measurements of acoustic pressure were taken while the jet was flying at constant speed and altitude of 30,000 ft in the air. These measured acoustic pressures were taken as input to the Helmholtz Equation Least Squares (HELS) method to reconstruct the interior acoustic field, including the fuselage surface. The reconstructed normal surface velocities were checked with respect to the benchmark velocity spectra measured by the accelerometers mounted on the interior surface of the fuselage. This experiment demonstrates that HELS can be used to acquire a good understanding of vibro-acoustic responses inside an arbitrary interior region.
Filtering and Statistics of Flight Test Instrumentation Data
Tuesday 18th November 2008
14.30 - 15.00
Auditorium 3
The US Air Force Test Pilot School relies on flight test instrumentation data to validate aircraft performance and to test systems to their design specifications. Recorded data are sampled at relatively high rates and contain unavoidable noise, both atmospheric noise within air data measurements and vibration noise within accelerometer data. A pitfall of some data analysis techniques is to initially decimate the data to a more manageablesample rate; however, the consequence is a loss of information thus altering the statistically significance of any resulting data analysis. Alternatively, filtering is often applied to a data stream to remove high frequency noise, typically resulting in an artificially high confidence in the results. This paper intends to explore the impact of decimation and filtering on confidence
intervals and to analyze multiple data reduction methods to accurately capture the relative data content, as supported by statistical theory. Monte Carlo simulations will be performed to provide an initial assessment of the performance of the methods under consideration. Results will include analysis of actual flight test data to validate the proposed methods and used to illustrate the consequences of improper data analysis techniques.
Aerodynamic Design of the Lockheed Martin Cooperative Avionics Testbed
Tuesday 18th November 2008
15.00 - 15.30
Auditorium 3
The Lockheed Martin Cooperative Avionics Testbed (CATBird) is a heavilymodified B737-300 airplane. The CATB will be operated in the ExperimentalCategory as a testbed for JSF sensor operations and data fusion in anoperational environment. External modifications to the basic airplane includereplacement of the nose radome, addition of sensor wings on the forwardfuselage and strake antennas on the aft fuselage, and the addition of extensivespine and canoe antenna fairings over the airplane’s upper and lower fuselage.
The airframe has also been heavily modified internally to provide asimulated JSF cockpit and engineering and observer stations. The subject of thispaper is the aerodynamic design of the external aerodynamic modifications.The most critical external modification was the sensor wing/radome combination.The JSF radome completely replaced the airplane’s nose radome with a longer,chined structure. The aerodynamic fairing between the JSF radome and B737forward cockpit bulkhead was designed to minimize downstream disturbance,particularly at the existing pitot-static probe locations which were to bemaintained for CATBird.
Portions of the JSF wing leading edges (called ‘sensor wing’) were mounted onthe CATBird. The radome and sensor wing had to be installed on CATBird so asto maintain their geometric relationship on JSF. Consequently the sensorwing was required to be mounted on the forward fuselage ahead of the wing andengines, with possible negative effects on airplane stability and engine inletperformance.
Attaching the JSF LE section to the B737 required the development of chordwiseand spanwise fairings to complete the sensor wing loft. These sectionswere design for conflicting requirements. Reduction of the destabilizing effect ofsensor wing required minimum area. This became a requirement to minimizechord length, as the span was fixed by the JSF components. However, avoidingvibration and buffet in the airplane’s transonic operating environment placedupper limits on the airfoil thickness-to-chord ratio. Because thickness was fixedby the JSF part these two requirements produced conflicting design constraintson chord length.
The sensor wing loft was designed to use the JSF leading edge part, minimizethe stability impact, and avoid transonic flow separation. The airfoil design codeMSES and 3D analysis codes VLAERO+, VSAERO, and MGAERO were used. There is a reduction instability due to the sensor wing, which is accounted for in CATBird operation by achange to the aft cg limit (compared to the basic airplane). The predictedstability increment of this planform was later verified by wind tunnel and flighttesting. In addition, the sensor wing is free from vibration and buffeting over theoperational speed envelope of the CATBird.
The aft band antenna structure was designed to mount a portion of the JSFhorizontal tail and a separate sensor. Similar to sensor wing theremaining wing sections were designed using VSAERO and MGAERO tominimize the possibility of high speed buffet. The final loft was a compromisebetween the compound curvature aerodynamic loft and a simpler loft which wasmore easily manufactured.
The fuselage spine and canoe fairings were designed for minimum suction peaksto reduce aerodynamic loads and high speed buffet. The cylindrical constantcross-section was designed with the maximum curvature consistent with therequired footprint. The forward nose was designed to minimize suction peaksand the aft section designed to minimize the severity of the recovery pressuregradient.
Each external OML was developed through analysis and wind tunnel testing.Candidate lofts were developed and evaluated by aerodynamicists and structuralengineers. The resulting lofts were the simplest buildable shapes that producedthe minimum impact on the existing airplane.Flight testing of the modified airplane demonstrated that the impact on airplanestability was as predicted. The modifications did not create high speed buffet orvibration within the operating envelope of the modified testbed.
A Probabilistic In-Flight Thrust Estimation Process
Tuesday 18th November 2008
15.30 - 16.00
Auditorium 3
Jet engines installed thrust are estimated in-flight by deterministic processes that starting from measured parameters as pressures and temperatures, calculates, by many different ways, the intermediate turbomachine parameters up to the exhaust nozzle pressure and temperature from which, and the previously determined model nozzle coefficients, the engine thrust and air mass flow are calculated. These methods are industry standards well documented on SAE Reports AIR 1703A and AIR 5450. However, they demand deep cooperation between engine and airframe manufacturer, and are frequently subject of disagreement between parties and subject of contractual penalties. A new approach has been recently proposed on Paper SAE Brazil 2007-01-2542, the more stochastic approach, which in fact estimates the engine fan and core pressures and temperatures from initial engine air mass flow and gross thrust values. Using the Output-Error Method the values of gross thrust and air mass flow are iteratively updated by a modified Newton-Raphson algorithm minimizing the error between the fan and core calculated and measured air pressures, temperatures, and the engine fuel flow. The new technique solves in fact, by optimization, the backward formulation of the in-flight thrust determination problem. The advantages of the new technique over the traditional one is that it has stochastic properties allowing to process the noisy flight test data samples without previous data averaging in the time interval. The above referenced paper (SAE 2007-01-2542) presented the new technique and its application to a mixed flow turbofan engine. Present paper demonstrates the application of the new technique to a separate-stream turbofan showing that the results of the new and the traditional technique are very close. Although the technique has been developed and validated for real engine flight test data, the results here presented where derived from engine Deck (cycle model) data transformed to sampled data by application of noise whose characteristics have been extracted from real flight test data.
Tuesday 18th November 2008
16.00 - 16.20
Auditorium 3
Tuesday 18th November 2008
16.20 - 16.40
Auditorium 3
Tuesday 18th November 2008
16.40 - 17.00
Auditorium 3
Wednesday 19th November 2008
09.20 - 17.00
Auditorium 0
Auditorium 1
Wednesday 19th November 2008
09.20 - 10.00
Auditorium 1
Distributed, high resolution sensing techniques using optical frequency domain reflectometry
Wednesday 19th November 2008
10.00 - 10.20
Auditorium 1
The talk will discuss various sensing techniques such as Fiber Bragg Gratings and Rayleigh backscattering for parameter measurement in various environments. The talk will discuss the measurement principles,strengths,weakness and specific field use examples.
A versatile and scaleable system for small and large channel count data acquisition
Wednesday 19th November 2008
10.20 - 10.40
Auditorium 1
The CODA system from m+p international is a turn-key scaleable data acquistion system for a multitude of data acqustion and process monitoring tasks. The CODA system requires no programming, greatly reducing the time required to setup and acquire whatever type of data are required. The CODA software works with several different data acquistion front-ends giving it even greater flexibility to work with exisitng data acquistion systems or with the latest availbile systems.
Non contact precision displacement and position sensors
Wednesday 19th November 2008
10.40 - 11.00
Auditorium 1
Micro-Epsilon has been solving the most difficult measurement tasks for displacement, distance, position and temperature for 40 years. We provide the widest range of sensors, systems and test systems world-wide. Key technologies for precision non contact displacement measurements are eddy current, capacitive and triangulation technology. In each category Micro Epsilon is pushing the performance to its limits. Latest break throughs and new unique features offer the way for new and ever more challenging applications.
Microflown based in flight acoustic testing methods for helicopter cabin interior sound field analysis
Wednesday 19th November 2008
11.00 - 11.20
Auditorium 1
The Microflown two hot wires sensor has made acoustic particle velocity measurable quantity just as sound pressure. Close to a vibrating surface, acoustic particle velocity is also a good approximation of the normal structural velocity. A range of novel testing methods to solve cabin interior noise problems will be discussed. Socalled PU based sound intensity measurements are not susceptible to reflections as they occur in a cabin, and thus measurements can be done without the need to create anechoic conditions. Array applications include portable arrays for acoustic hot spot finding, distributed arrays for panel noise contribution analysis and the visualisation of 3 D sound intensity streamlines. Single probe applications include the in situ measurement of the acoustic absorption of materials on curved materials with high spatial resolution and the scan & listen method to make modes audible. First results of recent in flight helicopter cabin tests will be presented.
Dynamic ICP® pressure sensors for detection of combustion instability and high intensity acoustics in liquid, cryogenic, and solid rocket motor research
Wednesday 19th November 2008
11.20 - 11.40
Auditorium 1
Rocket motor combustion instability, commonly referred to screeching, is damaging, and often difficult hard to eliminate. Caused by acoustic resonances in the combustion chamber, it can lead to unstable resonant screeching that commonly leads to catastrophic failure by a break down of the thermal insulating boundary layer. It is rather difficult to model this phenomenon during rocket motor design. Dynamic ICP® pressure sensors are available to assist design engineers in studying combustion instability. The piezoelectric pressure sensors are rugged, hermetically sealed, and structured with acceleration-compensated quartz sensing elements that detect rapid pressure transients, pulsations, turbulence, noise, and spikes.
Water-cooled, Helium Bleed Series 122, 123 and 124, are designed expressly for measurement of combustion instability in rocket motors. They are ideal for rocket motor testing to verify the amplitude and mode of screeching instabilities during motor firings in addition to the amplitude and frequency of the pressure oscillations. They may also be used to determine the time required for complete combustion of solid rocket motor fuel as a function of pressure and oxidizer concentrations.
Cryogenic Series 102 are ideal for evaluation of low frequency oscillation, or chugging of fuel and oxidizer pump inlets, which can cause cyclic variation in thrust, and can damage payloads or the rocket. They are also useful for studying buzzing of liquid rocket injectors.
These devices monitor dynamic pressures while subjected to high static background pressure. ICP® output features on-board electronics to provide conditioned output signal and ease of use. Many physical configurations are available with various Aerospace Standard fitting sizes. Helium bleed protects the quartz sensor from intense heat, and also increases frequency response of the recess gas passage. Water cooling allows for maximum thermal stability and extends sensor operating temperature. This paper will discuss their effectiveness in helping the design engineer model rocket motor combustion instabilities.
True surface measurements or how to avoid the 1.2 m pole problem
Wednesday 19th November 2008
11.40 - 12.00
Auditorium 1
Measurement of fly-over noise is often performed with the microphone mounted on a 1.2 m vertical pole. It is well known that this method suffers from ground reflections which causes increased measurement uncertainty. This paper discusses how to avoid the most important source of measurement error in measurement of aircraft fly over noise e.g. errors caused by ground reflections. Based on results from tests carried out over a longer period of time together with the National Aerospace Laboratory NLR in the Netherlands, a comparison is done between real life results of surface pressure measurement of aircraft fly-over noise using different transducer types e.g. a 1.2 m pole with a free field microphone a flush mounted conventional pressure microphone and a surface microphone. The conclusion is that use of the surface microphone practically eliminates the error caused by ground reflections; however regulations may need to be altered in order to be able to formally comply.
Unique testing capability for future engines combustors
Wednesday 19th November 2008
12.00 - 12.20
Auditorium 1
CEPr, a test center of the French armament agency (DGA) offers to customers a full range of testing services either for development or certification activities. The presentation will be focused on a worldwide-unique combustion test facility named K11. This powerful tool provides real operating conditions for full annular combustors. Added to this performance, a brand new designed gas analysis system will be able to help engine manufacturers meeting next future requirements for greener engines.
Direct metal laser sintering applications in test engines
Wednesday 19th November 2008
12.20 - 12.40
Auditorium 1
This presentation will delve into the applications of a revolutionary technology called Direct Metal Laser Sintering (DMLS). DMLS is an additive metal fabrication technology that is able to create highly complex, fully functional, high alloy parts in a fraction the time and at significantly reduced costs over traditional manufacturing technologies. Alloys such as Inconel 718, Cobalt Chromium (CoCr), Stainless 17-4, Maraging Steel and others have been successfully used in many sections of test engines. Parts produced are fully functional and meet the demanding conditions seen for both rotating and non-rotating hardware. This presentation will focus on how the technology works, applications where it can be used and case studies where it has successfully been incorporated.
Developing new propulsion technologies using low cost small to medium scale engine test facilities
Wednesday 19th November 2008
12.40 - 13.00
Auditorium 1
The development of new propulsion technologies can be potentially costly and time consuming. New nozzle shapes, use of new materials, cooling technolgies and flow control systems require testing in order to raise technology readiness levels and to validate design methodolgies. S & C Thermofluids Ltd has been working to develop gas turbine engine facilities which allow cost effective research of new engine technologies to be carried out. In this presentation, these facilities will be described and examples will be provided of the type of research work which has been carried out using them. The presentation will also include a description of how CFD design methodolgies compare with physical testing of this type.
Wednesday 19th November 2008
13.00 - 13.20
Auditorium 1
Wednesday 19th November 2008
13.20 - 14.00
Auditorium 1
PANEL SESSION: Lockheed Martin Aeronautics F-35 Joint Strike Fighter
Wednesday 19th November 2008
14.00 - 15.00
Auditorium 1
PANEL SESSION: Lockheed Martin Aeronautics F-35 Joint
Strike Fighter
Senior design and engineering representatives from
the F-35 Lightning II (Joint Strike Fighter) program
will provide a focus on the developmental and test
engineering challenges and achievements of
Lockheed Martin’s F-35 Lightning II Stealth multi-role
fighter program. Includes a review of the operational
and performance objectives and ends with Q&A
from the attending audience.
Advantages of MSE miniLDV for wind tunnel applications
Wednesday 19th November 2008
15.00 - 15.20
Auditorium 1
MSE has specialized in miniaturizing instrumentation ideal for fluid mechanics measurements. MSE’s miniLDV sensor provides high resolution, high accuracy, non-contact, linear measurements, ideal for turbulence studies. The miniLDV applications include, but are not limited to laminar and turbulent flows, aerodynamics, supersonic flows, turbines and automotive fluid dynamics, liquid flows, surface velocity and vibration measurements, flames and plasma as well as other high temperature environments.
Force measurement issues in test environments
Wednesday 19th November 2008
15.20 - 15.40
Auditorium 1
Testing of clamp-load in aircraft bolted joints
Wednesday 19th November 2008
15.40 - 16.20
Auditorium 1
The magnitude of clamp-load developed while tightening a threaded fastener, on an aircraft structure or any other structure, is controlled by numerous factors. The two main factors are the amount of torque applied to the fastener and the magnitude of friction generated as a result of the torquing. Understanding this interaction of friction and clamp-load will allow for the creation and development of an optimal level of clamp-load in the threaded joint. The personnel at Mercer Engineering Research Center (MERC) have performed a wide variety of threaded joint testing using ultrasonic equipment to measure the bolt stretch that occurs during the generation of clamp-load in a threaded fastener. This paper will give a broad over-view of the relationship that friction has in the development of clamp-load and what factors affect it most. This paper will also present details of various threaded joint tests and the benefits of using ultrasonic equipment to measure the clamp-load.
Structural Testing of the Eclispe 500 at Southwest Research Institute
Wednesday 19th November 2008
16.20 - 16.40
Auditorium 1
Static structural testing of the Eclipse 500 was completed at SwRI in 2005 with the fatigue test currently ongoing. This presentation will present an overview of the structural certification test efforts, focusing on the unique challenges encountered designing and executing these tests for the Eclipse 500.