Ground Testing Technical Committee GTTC Newsletter Newsletter 2010a... · Ground Testing Technical Committee GTTC Newsletter ... HTBP-based solid fuel and liquid oxygen. ... Cell

Issue No 29 Winter 2010

Ground Testing Technical Committee

GTTC Newsletter

January 2010

http://www.sierralobo.com/

mailto:[email protected]


http://www.aiaa.org/tc/gt/gttchome.html Page 1

GTTC Chairman’s MessageHello and Thank You for picking up and looking over this 29th edition of theGTTC Newsletter. This newsletter is used to keep the members of AIAA andothers informed on the GTTC activities, membership, and the activities of themembership organizations. I hope that you will find this newsletter fulfillsthose needs. Thanks to the newsletter editor, Tony Skaff, of Sierra Lobo, Inc.

As always, the winter meeting is where we select new members to take theplace of some of our current members whose time has come to take leave of the Technical Committee (TC). Themembers are truly the strength of the TC. We try to maintain a good mix of members from academia, aerospacecorporations, and governments, both within the U.S. and internationally, in aerodynamic and propulsion ground testing.The GTTC has a long history of sustained technical achievements through our working groups, subcommittees, technicalsessions, and publications.

This is my last Chairman’s message as my two-year term is coming to an end. They sure went by fast. I want to take thistime to thank all of the current and past GTTC members for making my time on the TC something I will alwaysremember. I have made friends that will remain long after my work is over. I believe that being a member of the GTTChas benefited my company and the industry as a whole. I believe that everyone should strive to be a member of an AIAATechnical Committee if for nothing more than the exposure to the individuals from a cross section of our industry. Youwill learn a great deal. Being a member of the GTTC brings so much more through producing AIAA standards and otherprograms that advance the ground test community.

I hope you enjoy this issue of the GTTC newsletter. We are always looking for ways to improve the GTTC and ouroverall value to the aerospace community. Your ideas and participation are greatly appreciated. If you have questions orwould like information about the GTTC, you can contact me directly at [email protected] or the incoming Chair,Joe Patrick, at [email protected]. You can also get information about the GTTC from our website athttp:/info.aiaa.org/tac/ASG/GTTC.

Thank You,

David Cahill

GTTC Chairman

GTTC Seeking Members with Propulsion Backgrounds

Each year in January, the GTTC selects new members from the applications that are received by November 1. We try tostrike a balance in our membership so that we have an equal representation from government, industry, and academia. Inaddition, we try to balance our membership between our two major ground test subcommittees, Aerodynamics andPropulsion. We are currently seeking applications from persons with propulsion-related ground testing experience.

Whether you are an engineer or a manager in the field of propulsion testing, please consider submitting your applicationto the GTTC. The articles in this newsletter show the wide range of activities within our technical committee. If youwant to join a technical committee that is busy, vibrant, and striving to make an impact on the ground testing community,please consider applying. To apply for membership on any AIAA TC select the “Quick Links” on the AIAA home page(http://www.aiaa.org/).



About the GTTC

The GTTC is one of more than 60 technical committeessponsored by the American Institute of Aeronautics andAstronautics (AIAA). It is made up of approximately 50professionals working in various areas of the groundtesting world.

Our membership addresses important technical issues thataffect ground testing through several means, including thedevelopment of guides and standards, dissemination ofinformation through technical sessions at conferences, andthe development and sponsorship of short courses.

The GTTC also participates in Congressional Visits Day,which is a vital tool for making sure that aeronautics andspace-related research and testing is supported at requiredlevels.

One of the primary functions of every technical committeeis the sponsorship and development of conferences andtechnical sessions. The GTTC supports two conferenceseach year. Every January, the GTTC meets at theAerospace Sciences Meeting, where we sponsor severaltechnical sessions (typically a dozen or more). In thesummer, the GTTC alternates between the Joint PropulsionConference (odd-numbered years) and the AdvancedMeasurement Technology and Ground Testing Conference(even-numbered years).

GTTC Working Groups

Flow Quality Working Group

Chair: Iwan PhilipsenVice-Chair: Dale Belter

Model Attitude and Deformation Working Group

Chair: Brad CrawfordVice-Chair: David Smith

Wind Tunnel Database Working Group

Chair: Jeff HaasVice-Chair: Richard White

Ground Test Technical Committee

Chair: David CahillVice-Chair: Joe PatrickSecretary: Ray Castner

Steering Subcommittee

Chair: David CahillVice Chair: Joe Patrick

Membership Subcommittee

Chair: Joe PatrickVice Chair: Ray Castner

Aerodynamics Subcommittee

Chair: David SmithVice Chair: Vic Canacci

Propulsion Subcommittee

Chair: Ray CastnerVice Chair: King Molder

Awards Subcommittee

Chair: Joe NorrisVice-Chair: Farid Khorrami

Conferences Subcommittee

Chair: Steve DunnVice Chair: Amber Favaregh

Publications Subcommittee

Chair: Steve DunnVice-Chair: Julien Weiss

Standards Subcommittee

Chair: Peter ChuVice Chair: Doyle Veazey

Education and Student Activities Subcommittee

Chair: Jonathan OsborneVice Chair: Stewart Lumb

GTTC Subcommittees



Article by Erin Dick, P&W Military Engines

Pratt & Whitney has delivered the 400th F119 engine,which powers the Lockheed Martin F-22 Raptor, to theU.S. Air Force.

This milestone delivery marks a significant ac-complishment for the only operational fifth generationfighter engine in service today and demonstrates thematurity of this highly advanced propulsion system.Pratt & Whitney is a United Technologies Corp.company.

“The F119 logbook continues to grow, surpassing morethan 125,000 operational flight hours. Delivery of this400th F119 engine is tangible proof of the maturity ofthis fifth generation engine,” said Tyler Evans, F119program director. “We are proud of our ongoingpartnership with the U.S. Air Force and LockheedMartin, and this delivery reinforces our commitment toon-time delivery of quality propulsion systems to ourvalued customer.”

The maturity in both production and flight experience ofthe F119 engine continues to provide a heritage ofproven performance for the F135 engine because theF135 is a derivative of the F119 engine and uses acommon core.

The F135 engine is the lead propulsion system on theF-35 Lightning II and is the only engine currentlypowering the F-35 Joint Strike Fighter. The commontechnology derived from the proven F119 offers asignificant advantage to the F135 with respect tomaturity and single engine safety.

“The core of the F135 engine is being matured andproven in the twin engine F-22,” Evans said. “With125,000 flying hours, we are able to incorporate thematurity and learning from the F119 core into the F135propulsion system for the single-engine F-35.”

Two F119 engines power the F-22 Raptor, deliveringunparalleled aircraft maneuverability and unmatchedoperational performance and reliability.

The F119 features an unrivaled combination of stealthtechnologies and vectored thrust with high thrust-to-

weight performance. The F-22’s ability to operate atsupersonic speeds without afterburner, known assupercruising, gives the F-22 exceptional combatperformance without compromising mission range.

An F119 engine, the power plant for the F-22A Raptor,undergoes sea level Accelerated Mission Testing (AMT) inAEDC’s SL-2 testing facility in June 2006. According toSean Smith, AEDC’s F119 project manager, thecompletion of the block of testing represented 75 percenttotal life for the engine. Smith said the tasks associatedwith the test included upgrades that could reduce life cyclecosts and required maintenance man hours for future andcurrently fielded engines. (Photo by Rick Goodfriend)

10K Vortex Hybrid Motor Testing at ORBITEC

Orbital Technologies Corporation (ORBITEC) recentlyconducted initial testing of a 10,000 lbf thrust classvortex hybrid motor. The testing was performed atCell 1 of ORBITEC’s Large Scale Test Facility (LSTF)in Wisconsin. The 14-inch diameter motor utilizesHTBP-based solid fuel and liquid oxygen. The LOX isinjected in a swirling fashion to generate a vortex flowfield in the fuel port to drive fuel regression rates that areboth fast and axially uniform. The high regression ratesallow for a single-port, cartridge-loaded fuel grainapproach.

The test program aims to demonstrate the functionalityof the vortex hybrid design, stable and efficientcombustion, high reliability, and the potential for low

Pratt & Whitney Delivers 400th F119 Engine to Air Force

Ground Testing News



recurring costs. Additional testing is planned for thenear future and will include both HTPB and alternativefuels. ORBITEC also conducted smaller-scale vortexhybrid motor development and testing efforts this year inCell 2 of LSTF.

The Large Scale Test Facility has two test Cells. TestCell 1 can test chemical rocket engines up to 30,000 lbf.A 200 gallon liquid oxygen tank and a 200 galloncryogenic liquid fuel tank can be pressurized up to 1500psi to provide chamber pressures of 1000 psi. Twoseparate oxygen lines can deliver flow rates of either 30lb/sec or 100 lb/sec. Test Cell 2 can support tests up to1500 lbf with similar pressure ratings and an ox flowrate of 3lb/sec maximum. Currently supportedpropellants include GH2, GCH4, C3H8, GCO, GOX,LOX, GN2O, LN2O, and RP-1. Previous propellantstested include LH2 and kerosene. The cryogenic systeminfrastructure is also in place for LCH4.

Each test cell has independent real time control systemsand low speed data acquisition systems based on

National Instruments hardware and LabVIEW software.A high speed data acquisition system for dynamicsignals is shared between the two test cells. The systemsare flexible and expandable as needed.

For more information contact:[email protected]

NASA Glenn Research CenterAltitude Combustion Stand Facility

The recently activated Altitude Combustion Stand(ACS) Facility at NASA-Glenn Research Center (GRC)provides additional capabilities at the GRC RocketCombustion Lab to allow for testing of combustioncomponents at a simulated altitude. The facility isequipped with an axial thrust stand, gaseous andcryogenic liquid propellant feed systems, water-cooleddiffuser, data acquisition system, facility control system,spray cooler and multi-stage vacuum ejector system.Construction of this facility was complete in 2008 andengine testing began in 2009.

Propellant capabilities include gaseous hydrogen,gaseous oxygen, liquid hydrogen, liquid oxygen, andliquid methane. The system can accommodate enginesfrom 100-2000 pound force thrust and combustionchamber pressure from 40 to 1000 psia. Depending onthe size, engines can be fired at sea level or into a testtank that is evacuated to simulated altitude up to 130,000feet. The vacuum chamber consists of three majorcomponents. The movable test chamber, the watercooled diffuser, and the spray chamber.

For more information on the ACS facility contact:[email protected]



Wind Tunnel Test of Japanese Archery Arrowsusing Magnetic Suspension and Balance System

Japanese Aerospace Exploration Agency (JAXA)succeeded in measuring the aerodynamic properties of aJapanese archery arrow in a 60cm60cm low-speedwind tunnel equipped with a Magnetic Suspension andBalance System (MSBS). Testing an arrow, especiallymeasuring its aerodynamic drag, has been considered tobe very difficult. Because arrows have such long andthin profiles, the aerodynamic forces generated by thestring/s used to support the arrow in the tunnel are muchlarger than that of the arrow itself. The use of MSBS,which suspends the model magnetically and avoids anyinterference of the support on flow field, enabled tests ofsuch a very long and thin model.

Six components of the forces can be measuredsimultaneously using MSBS by calculating from coilcurrents needed for the levitation. The measurementrevealed that the flow along the arrow does not separateat its streamlined nose and remained attached along thesmooth surface of the arrow shaft, maintaining a laminarboundary layer. The major portion of the drag can beestimated using axis-symmetric laminar boundary-layerapproximation. The lift of the arrow was proportional tothe incidence of the arrow and did not depend on eitherrotation angle or speed of fletching. The MSBS alsoenables the measurement of unsteady forces, while themodel is moving dynamically in space and unsteadyforces generated by the arrow rotating at 1000 rpm. Thetime history of the lift of the rotating arrows supportedthe above conclusion and showed that the lift changedlittle during the rotation.

Flying arrow model magnetically levitated in a low speedwind tunnel (without fletching).

JAXA’s Fluid Dynamics Group started MSBS researchin 1986. It has independently developed the present

system and has succeeded as the world’s first fulldegree-of-freedom (DOF) control, 6 degree-of-freedomcontrol, and simultaneous 6-DOF force measurement. Ithas the world’s largest test section and has been inpractical use since 2000.

Test of Futuristic X-48C is Historic WindTunnel's Swan Song

A historic wind tunnel at NASA's Langley ResearchCenter in Hampton, VA, has been pressed into serviceone last time to help test the prototype of a new, morefuel-efficient, quieter aircraft design.

TX-48C test in the Langley Full Scale Tunnel built in 1930.

Boeing Research & Technology, Huntington Beach,Calif., recently partnered with NASA's AeronauticsResearch Mission Directorate and the U.S. Air ForceResearch Laboratory, Wright Patterson Air Force Base,Ohio, to explore and validate the structural, aerodynamicand operational advantages of an advanced conceptcalled the Blended Wing Body or BWB.

“We have one version of the 21-foot wingspan BWBprototype, called the X-48B, being flight tested atNASA's Dryden Flight Research Center, in Edwards,Calif.,” said Dan Vicroy, senior research engineer atNASA Langley. “The other one we just tested in theLangley Full-Scale Tunnel is the X-48C. It's beenmodified to make it even quieter. We're assessing theaerodynamic effects of those modifications.” Thosechanges include reducing the number of engines fromthree to two and the installation of vertical fins to shieldthe engine noise.

Cranfield Aerospace Ltd. in England built both ground-breaking aircraft scale models to Boeing's specifications.Made primarily of advanced lightweight compositematerials, the models weigh about 500 pounds each.



They are powered by turbojet engines and can fly up to138 miles per hour and 10,000 feet in altitude duringflight-testing. The Air Force is interested in the plane'spotential as a multi-role, long-range, high-capacitymilitary aircraft.

The Langley test in July and August 2009 was thesecond time a BWB model was put through its paces atthe huge wind tunnel that was built in 1930 and used totest World War II fighters, the Mercury space capsule,and concepts for a supersonic transport.

In 2006, preliminary tests helped engineers determinehow the X-48B would perform during remotely pilotedflight tests. Blended wing body designs are differentfrom traditional tube-and-wing aircraft in that the tubeand wings are blended for lower drag and better lift, andthey rely primarily on multiple control surfaces on thewing for stability and control.

“It was actually a big thrill for me to be back at theLangley Full-Scale Tunnel,” said Dharmendra Patel,project manager for the X-48C at Boeing Research &Technology. “I think it's a big privilege that we were thelast test here, that we get to be part of the history of thetunnel. But it is a little bittersweet that the facility willbe closed down.”

Langley decommissioned the tunnel in 1995, and thenleased it to Old Dominion University in Norfolk, VA,for research and student engineering training. That leasewas up this summer and the tunnel is scheduled fordemolition because of its lack of national strategicimportance, limited testing capability, deterioratingcondition and the environmental liability associated withthe materials used in its construction.

AEDC Qualifies Joint Strike Fighter Engine forFlight Test

A team at the U.S. Air Force's Arnold EngineeringDevelopment Center recently conducted mission-criticalaltitude performance and qualification testing on anF135-PW-100 engine in Arnold's J-2 engine test cell.

John Kelly, the Air Force manager for the project, said,“This test was in support of the F135 ConventionalTake-Off and Landing and Carrier Version (CTOL/CV)Initial Service Release (ISR) Qualification for the JointStrike Fighter program.”

“This project had incredibly high visibility,” Kellycontinued. “[U.S. Marine Corps] Maj. General DavidHeinz, the Program Executive Officer at the F-35Program Office [in Arlington, VA] called to speak with[AEDC Commander] Col. Michael Panarisi and

members of the AEDC test team to discuss the progressof the test.”

Marcos More, AEDC's J-2 engine test cell projectmanager, said this F135 engine test series presented thetest team with some significant, but not insurmountablechallenges.

“AEDC was asked to complete all testing necessary forthe F135 ISR qualification by Sept. 30,” he said.“Various issues precluded meeting that date, but the testteam responded with a catch-up program by schedulingand completing several mega-test air periods. The entireteam rose to the challenge, and the user and sponsorsuccessfully acquired their data by 8 a.m. on Oct. 2.”

An F135-PW-100 engine undergoes ground testing inAEDC’s J-2 test cell to evaluate the F-35 Lightning II JointStrike Fighter’s power plant for upcoming flight testing.(Photo by Rick Goodfriend)

Methane Lunar Surface Thermal Control Test

Facility Engineer Helmut Bamberger reports that theSmall Multi-Purpose Research Facility (SMiRF) locatedat NASA Glenn’s Creek Road Cryogenic Complex(CRCC) recently completed initial checkout tests of anewly installed liquid methane conditioning system.This new system will be used to condition liquidmethane propellant for the Methane Lunar SurfaceThermal Control Tests (MLSTCT) planned at SMiRFthis winter. Checkout tests verified the ability tocondition liquid methane from saturated conditionsbetween 2 psia and 90 psia.

For a lunar outpost exploration mission at the lunarSouth Pole, NASA has planned surface stay of up to 210days for the crew module and Altair ascent stage.NASA system trade studies have shown that methane(LCH4) ascent stage propellant tank venting can beeliminated on the lunar surface for the 210 day mission.This will be done by first loading the LCH4 propellant



tanks with densified LCH4 at 92K at the KSC launchpad and then relying on a passive Multi-layer Insulation(MLI) system to protect the propellant tanks from thelunar surface and solar environmental heating.

The addition of the LCH4 conditioning system toSMiRF will compress the test duration from theexpected 210 day lunar mission. It also marks the firsttime large scale liquid methane propellant test capabilityhas been realized at NASA Glenn. This capability willprovide critical data to evaluate the viability of liquidmethane propellant in future spacecraft propulsionsystem architectures. This program is supported by the

Cryogenic Fluid Management project.

Open Rotor Aero and Acoustic Test

The newly refurbished (2009) Open Rotor PropulsionRig (ORPR) will be used to power counter rotating, openrotor (unducted) fan blade designs for the GE test entry.This drive rig was refurbished in order to obtain thedesign speed and horsepower capability of the two driverig turbines and to correct any detrimental effects of longterm storage. The refurbishment activity consisted of ageneral inspection and rebuild of the mechanicalcomponents, an inspection and replacement (asnecessary) of all instrumentation, refurbishment of theforward and aft rotating force balances and replacementof the telemetry system.

ORPR model installed in 9x15 Low Speed Wind Tunnel.

Under an internal program, GE desires to investigate theperformance and noise characteristics of the open rotor(unducted) fan designs for advanced engine applications.The basic configuration consists of 12 forward propulsorfan blades and 10 aft propulsor fan blades. Pitch anglesetting for both blade rows is fully adjustable.

All testing will be conducted in the 9x15 Low SpeedWind Tunnel (LSWT) and the 8x6 Supersonic WindTunnel (SWT) at NASA Glenn Research Center. Thekey technical objectives are to measure the aerodynamicperformance, structural response characteristics, andacoustic signatures of the counter rotating open rotor fandesigns.

NASA CEV: Launch Abort System Tested atAEDC

Dr. Richard Roberts, 716th Test Squadron projectmanager at Arnold Engineering Development Center(AEDC), believes what takes place behind the scenes toensure space flight safety is an exciting story worthknowing.

He wants the public to know what lengths NASA andother organizations, including AEDC, go to preventaccidents — ones that could otherwise become sourcematerial for movies like Apollo 13 and othersensationalized dramatizations Hollywood has becomefamous for in the past.

Dr. Roberts managed a team of engineers who recentlyconducted aerodynamics testing on NASA’s Orionlaunch abort system during re-entry conditions inAEDC’s Propulsion Wind Tunnel’s (PWT) 16-foottransonic wind tunnel (16T).



He said the purpose of the wind tunnel tests were todetermine the jettison motor plume interaction effects onthe crew module and boost protective cover/ LaunchAbort System (LAS) separation aerodynamics followingthe abort fly-out to safety and just before the parachutedeployment of an abort sequence from the Ares I launchvehicle.

“[More simply put] the objective of this test was to studythe separation of the crew module from the launch abortsystem,” he said. “[It was] a fairly complicated test, and,as far as we know, the first test of its kind, [with the testarticle] actually flying backwards in the tunnel,” he said.“[It involved] multiple balances with jet interaction. It’sthe first of a series of similar NASA wind tunnel tests,and will improve NASA’s aero-database andcomputational simulation models which had been reliedon previously.”

The Orion crew module and launch abort system model asit appeared in one configuration during the aerodynamiceffects testing it underwent recently in Arnold EngineeringDevelopment Center’s Propulsion Wind Tunnel Facility’s16-foot transonic wind tunnel. (Photo by Rick Goodfriend)

The wind tunnel test used a 7 percent scale model of theOrion crew exploration vehicle, which included the crewmodule and launch abort system sections. The modelwas mounted with the heat shield forward, while testcontrollers simulated plumes from the four jettisonmotor nozzles with high pressure air.

Rhode said the abort sequence is fairly straight forward,but the aerodynamic effects on the components as theyseparate during a specific part of that chain of events iswhat the test will help to determine.

“During an abort, if there’s a problem with the boosterrocket and the crew needs to escape, we’ll fire the400,000-pound thrust abort motor,” he explained. “It’s asolid-rocket motor with a common combustion chamberand four nozzles and that will burn for about three tofive seconds. The abort motor is used to pull the crewup and away to safety. It’s a pretty high-impulse motor.”

Rhode said one way the test information will be used isto augment a Computational Fluid Dynamic database.

“In fact, we set the test up so that we could bring up real-time or almost real-time comparisons of the data comingout of the tunnel with what was already in theaerodynamic database at that point,” he said. “Also, wewill use the static testing information and the static partof the database to try and understand if there is a need todo an actual dynamics test.”

“We’ve already done dynamics tests on some of theselaunch abort system configurations,” he continued. “Wehaven’t done dynamic separation, but we’ve put this in atunnel and applied the proper math properties to thecomputer model. One of the tests is to shake it back andforth and see how it responds dynamically to differentfrequencies, force oscillations.”

Rhode, referring to another dynamic test, said, “Bothwith the crew module and with the assembly, thesecomponents have been taken out to some of the ballisticranges, like Eglin AFB, and the U.S. Army’s AberdeenProving Ground, MD, and free flight types of tests havebeen conducted.”

“We flew a smaller model in the vertical spin tunnel atNASA’s Langley Research Center, located in Hampton,VA. We put it out in the middle of the tunnel, turned itupside down to see how it would respond in the launchabort system configuration, and let it go in free flight tosee how stable it is. But for an event like this currenttest, unless we see something that is very out of theordinary, there probably won’t be a dynamics test.”

David Mayfield said a series of full-scale flight tests ofthe crew module and LAS are planned to begin in 2010.



VF6 Solar Simulator Refurbishment ProjectNASA Glenn Research Center (GRC), Cleveland, Ohio

Although Vacuum Facility 6 (VF6) supports more than a fifty percent scheduled occupancy, one of the facilities mostunique capabilities has not been used in more than seven years. Due to an increased level of customer inquiries, atechnical evaluation was performed to identify what would need to be done in order to have the facility both operationaland capable of delivering the anticipated, simulated solar conditions as in the past. The assessment focused on maincomponents of the facilities; the lamps, collectors (lamp housing), turning mirrors, igniters, the shutter and powersupplies. After visiting and consulting with the lamp manufacturer, new lamps were purchased. The collectors andmirrors were refinished, and the power supplies refurbished. Additional upgrades include an enhanced lamp coolingsystem, as well as a new control system. Once the facility was completely checked-out and deemed operational, thesimulated beam then needed to be aligned, and fully mapped and characterized.

The refurbished solar simulator has resulted in a more reliable and efficient system. Typical customer data inquiriesusually include the need to know the facilities existing intensity and uniformity, spectrum, and sub tense angle, as well asother key information. The beam characterization processes and documentation were revisited ensuring accuratetheoretical and real-time calculations. The MESSENGER (Mercury Surface, Space Environment, Geochemistry, andRanging) spacecraft was the last test run in VF6 using the solar simulator. The facility provided critical validation andcharacterization of vital components and materials. The successful pre-test and post-test MESSENGER data was used, aswell as other past project data, to verify and validate the newly refurbished simulator. The primary objective was toachieve the most uniform beam possible, while simulating the Sun’s spectrum and radiant energy.

This chamber is the largest vacuum facility at GRC/Lewis Field, with dimensions of 25 feet in diameter and 70 feet longin a horizontal configuration. Pressure is simulated with cryogenic pumps producing a base pressure of 10-7 torr and anapproximate 1,000,000 liter per second pumping speed. In addition to the typical vacuum facility infrastructure, materialprocessing, large high bay floor space and Class 100 clean room accessibility are in the immediate area. The “cold”thermal space environment is created via a cylindrical liquid nitrogen cold shroud which is form-fitted to the tank walls,with the option of additional liquid nitrogen configurable cold plates to achieve colder temperatures at the test hardware.

While the facility has simulated solar temperatures through a variety of heat lamp arrays since first built in 1994, the solarsimulator is used to simulate the specific, unique characteristics of the sun as previously described. The simulatorprovides 1.2 Suns on a five meter target at a location in the chamber approximately 56.5 feet from the aperture. This iswhere the beam enters the test chamber. Obviously, the closer the test hardware is located to the aperture, the more Sunsthat can be obtained on a target size relative to location. For example, the MESSENGER hardware saw 11 Suns on a 5foot target, approximately 20 feet into the chamber.



Minuteman III Replacement Program Wraps Up

Arnold Engineering Development Center (AEDC)engineers wrapped up testing of the PropulsionReplacement Program (PRP) for Minuteman III rocketmotors in the center's J-6 test cell last week.

AEDC outside machinist J. R. Dunham prepares aMinuteman Stage III motor before testing in J-6 in 2003.Operators fired the randomly selected motor at asimulated altitude of 100,000 feet to qualify the motor’sproduction lot. The test confirmed contaminants in thepropellant did not impact motor performance.

The J-6 facility, which was built in 1994, is used fortesting large rocket motors at simulated altitudes up to100,000 feet above sea level.

“Since the Minuteman motors were aging, the Air Forcehas been taking the old motors out of the silos andreplacing them with newly manufactured ones,” saidJames Brooks, J-6 program manager. “Minuteman wasoriginally set to be replaced by the Peacekeeper ICBM,but with all the different treaties and the disarmamentagreements, the Peacekeeper program was eventuallydiscontinued.”

The PRP test series qualified new designs and motorchanges supporting the Minuteman fleet ofIntercontinental Ballistic Missiles.

“The Air Force has taken old Minuteman motors out ofthe silos, recaptured any of the usable parts, recast themotor propellant, and then replaced the motors back intothe missiles,” said Brooks. “We started testing the firstproduction quality assurance [PQA] motor in 2001.”

“Out of a particular production lot, a randomly selectedmotor would be tested at AEDC to make sure it metquality specifications,” Brooks explained.

As part of the PRP, ATK Launch Systems manufacturedapproximately 600 Stage 2 and Stage 3 motors to replacethe motors in the Minuteman III fleet.

The next test phase will be aging surveillance of themotors.

The surveillance requirement for aging motors is toextend the service life of the Minuteman III rocketmotors through 2020.

According to Lt. Col. James Colebank, commander ofthe 718th Test Squadron, “The test and evaluation ofMinuteman rocket motors in the J-6 facility is crucial tothe long-term viability of the ICBM fleet and to assurethe United States maintains a credible nuclear deterrent.”

AIAA Co-Sponsors 17th Annual YoungAstronaut Day Held at NASA Glenn ResearchCenter

The 17th Annual Young Astronaut Day was held atNASA Glenn Research Center on Saturday, November7, 2009. The event, co-sponsored this year by NASAGlenn Office of Educational Programs and the NorthernOhio Section of American Institute of Aeronautics andAstronautics (AIAA), provides the opportunity for teamsof students to focus their boundless energies on manydifferent tasks related to engineering problem solving.

This year more than 325 students (grades 1 through 12)from 30 different schools participated in the event.Following the keynote address by NASA astronautSunita L. Williams, the students competed in nine eventsincluding such activities as a wind power challenge,balloon propulsion, rocket cars, planetary rovers, spaceshuttle repair competition, space shuttle tile designcompetition, and an aerodynamic drag challenge.

GTTC Membership Activities

By Tony Skaff

JPC, Denver Colorado

The 45th AIAA Joint Propulsion Conference was held in Denver, CO, from August 2-5, 2009, at the ColoradoConvention Center, Denver, CO. The AIAA Ground Test Technical Committee (GTTC) conducted a full slate ofmeetings, technical sessions and related activities as a part of this conference. The GTTC sponsored 6 technical sessionswith 29 papers. A total of 15 meetings were held to conduct the business of the GTTC during the course of thisconference. For more information, visit us at https://info.aiaa.org/tac/ASG/GTTC/default.aspx and log-in as a member.

AIAA Ground Test Technical Committee Officers

The GTTC would like to thank David Cahill for his dedication as GTTC Chair. Dave will be stepping down after ASMand will be replaced by Joe Patrick. The new Vice Chair and secretary are Raymond Castner and Steven Dunn,respectively.

2009 AIAA Ground Testing Best Paper Award Winner: Dick DeLoach of NASA Langley

The AIAA Ground Testing Technical Committee is proud to recognize Richard DeLoach, a senior research scientist atNASA Langley Research Center, for winning the 2009 AIAA Ground Testing Best Paper Award. The author wasrecognized at the awards luncheon on August 5, 2009, during the AIAA/ASME/SAE/ASEE Joint Propulsion Conferencein Denver, Colorado. The title, of his technical paper, is “Uncertainty Analysis for the Evaluation of a Passive RunwayArresting System,” AIAA Paper 2009-1156. This is the second consecutive year that Dick has won this award.Congratulations!

The AIAA Ground Testing Best Paper Award is given annually to acknowledge authors of exceptional technical papersthat have been presented in GTTC hosted AIAA conference sessions. The GTTC host sessions in the winter at the AIAAAerospace Sciences Meeting and in the summer either at the Joint Propulsion Conference or Aerodynamics Measurementand Ground Testing Conference.

2009 AIAA Ground Test Award recognizes Dr. Stan Powell of AEDC

Dr. Stan Powell, an associate fellow of AIAA, has been awarded the 2009 AIAA Ground Test Award. Dr. Powell is beingrecognized for his more than 25 years of ground testing and computational work in the areas of thermophysics andhypersonic at the Arnold Engineering and Development Center.

The Ground Test Award is given to an individual or team that has made significant contributions to the field of groundtesting in the aerodynamic and propulsion disciplines during their careers. Recipients are selected based on severalcriteria including: excellence in technical or managerial ground testing, participation in professional societies, authoringpublications and papers, and teaching or mentoring activities.

Nominations for the 2010 Ground Test Award close on October 1, 2010. Simply login to your AIAA account athttp://www.aiaa.org and click “Honors and Awards” to start a new nomination for the Ground Test Award or contact amember of the GTTC for more information.

Aerospace Sciences and Ground Testing Conference, Orlando, FL



Look for Our Posters!

These posters will be prominently displayed near most Ground Test Technical Committee functions and technicalsessions.



2010

Jan 4-7 48th AIAA Aerospace Sciences Meeting and Exhibit, Orlando, FL

April 15 Nominations due to AIAA for Associate Fellow

April Congressional Visits Day

May Abstracts due for ASM 2011 Conference

May 15 Input due for AIAA GTTC Summer Newsletter

June 15 Nominations due to AIAA for Fellow

Jun 28 - 1 Jul 27th AIAA Aerodynamic Measurement and Ground Testing Conference, Chicago, IL

Aug 1 Input due for Aerospace America Highlight December Issue

Oct 1 Nominations due for AIAA Ground Testing Award

Nov 1 Nominations due to AIAA for TC Membership

Nov 1 Input due for AIAA GTTC Winter Newsletter

Dec 1 Aerospace America Highlights Issue

2011

Jan 4-7 49th AIAA Aerospace Sciences Meeting including the New Horizons Forum and AerospaceExposition, Orlando, FL

Aug 1 - 3 47th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit, Dan Diego, CA

2012

Jan 9-12 50th AIAA Aerospace Sciences Meeting and Exhibit, Nashville, TN

June 25-28 42nd AIAA Fluid Dynamics Conference and Exhibit, New Orleans, LA

Calendar of Events

Jennifer Allred NASA White Sands 575-524-5316 [email protected] Baker Lockheed Martin Aeronautics 817-777-8781 [email protected] Belter Boeing 206-655-1632 [email protected] Boyet ONERA +33-1-46-73-41-14 [email protected] Cahill ATA/AEDC 931-454-6725 [email protected] Canacci Jacobs Sverdrup, GRC 216-433-6222 [email protected] Castner NASA Glenn Research Center 216-433-5657 [email protected] Huan Chu Aero Systems Engineering, Inc. 651-227-1207 [email protected] E. Clark Aerospace Testing Alliance 931-454-5179 [email protected] Crawford NASA Langley Research Center [email protected] Dress NASA Langley Research Center 757-864-5126 [email protected] Dunn NASA Langley Research Ctr, ROME Grp 757-864-1116 [email protected] Ehrlich The Aerospace Corporation 310-336-9249 [email protected] Favaregh ViGYAN, Inc. 757-864-9397 [email protected] Gogineni Spectral Engeries 937-266-9570 [email protected] Haas NASA Glenn Research Center 216-433-5718 [email protected] Hawkins AEDC-XP 931-454-7211 [email protected] Henfling Sandia National Laboratories 505-844-3549 [email protected] Hooser Holloman High Speed Test Track 505-679-1820 [email protected] Kegelman NASA Langley Research Center 757-864-1718 [email protected] Farid Khorrami California Institute of Technology 626-395-4795 [email protected] Kontis The University of Manchester 44-161-3065751 [email protected] Lu UT - Arlington 817-272-2083 [email protected] Lumb Boeing Huntington Beach 714-421-1724 [email protected] Marquart Raytheon Missile Systems 520-545-7879 [email protected] Maynard NASA Stennis Space Center 228-688-2619 [email protected] Messer NASA Stennis Space Center 228-688-2763 [email protected] Molder McKinley Climatic Lab, Eglin AFB 850-882-4383 [email protected] Nakata Japan Aerospace Exploration Agency 81-42-240-1436 [email protected] Niskey Black Ram Engineering Services 757-325-7717 [email protected] Norris AEDC White Oak 301-394-6430 [email protected] Osborne ATA 931-454-3130 [email protected] Patrick Lockheed Martin Aeronautics Co. 770-494-4158 [email protected] Philipsen German Dutch Wind Tunnels (DNW) +31-527-248531 [email protected] Schimanski ETW +49-2203-609154 [email protected] Shigemi Japan Aerospace Exploration Agency 81-422-40-3255 [email protected] Skaff Sierra Lobo, Inc. 419-499-9653 X 103 [email protected] Smith Aerospace Testing Alliance (ATA) 931-454-6750 [email protected] Smith Sandia National Laboratories 505-845-1134 [email protected] Smith-Brito Boeing 206-769-4473 [email protected] Ulbrich Jacobs Technology, Inc. 650-604-6893 [email protected] Van Aken Jacobs Technology, Inc. 650-604-6668 [email protected] Van Every Aiolos 416-674-3017 x248 [email protected] Veazey ATA 931-454-6704 [email protected] Wayman Gulfstream Aerospace 912-965-6787 [email protected] Weiss Bombardier Aerospace 514-855-5001 X 51580 [email protected] Richard White ViGYAN, Inc. 757-865-1400 x202 [email protected] Wishart Pratt & Whitney Rocketdyne Space Propulsion 561-796-8438 [email protected] Wrenn ATA 931-454-7261 [email protected]

AIAA Ground Test Technical Committee Membership

GTTC Officers

Chair Vice Chair SecretaryDavid Cahill Joe Patrick Ray Castner

Sierra Lobo, Inc.11401 Hoover RoadMilan, Ohio 44846

419-499-WOLF (9653)419-499-7700 faxwww.sierralobo.com

We will be known by the tracks we leave . . . Dakota Proverb

Sierra Lobo is ISO 9001:2008 and AS9100 Certified. “A Provider ofEngineering and Technical Services, including Hardware Fabrication and

Testing, to the Aerospace and Transportation Industries.”

Government Testing Services

Sierra Lobo, Inc. is pleased to be the Corporate Sponsor for the AIAA's Ground Test Technical Committee Newsletter.

Sierra Lobo has the most efficient pulse tube cryocooler in theworld for liquid hydrogen/liquid oxygen densification, liquefaction,and no-vent solutions for advanced transportation systems. TheDPMS significantly improves vehicle performance,responsiveness, reliability, and eliminates costly boil-off inground storage dewars.

Densified Propellant Management SystemTM (DPMS)

Cryocooler

TASHE

Cryo-Tracker® Liquid Level & Temperature Sensors

The patented Sierra Lobo Cryo-Tracker®

System provides laboratory qualitycryogenic fluid temperature, level, andfluid mass data inside vehicles andground support equipment in a ruggedflight-weight package.

Technology Development

We are an industry leader in the development ofcryogenic propellant management system technologiesapplicable in NASA, DoD, and commercial applications.

Engineering ServicesAnalysis, Design and Fabrication of FluidManagement Systems Pressure & temperature conditioning systems for

cryogenic propellants/hydrocarbon fuels Vacuum to high-pressure test equipment for both

research and production Propulsion system test stands

SLI Provides Custom, turn-key

systems to meetcustomerrequirements

On-site test supportand analysis ofpotential systemupgrades

NASA, U.S. Air Force, U.S. Navy, U.S. Army,Missile Defense Agency, DARPA

Lockheed Martin, Boeing, Jacobs Engineering,EG&G

We Proudly Serve These Government Customers:

Joint strike fighter model in the

8x6 foot supersonic wind tunnel at

NASA GRC

Impact testing – NASA

ARC vertical gun rangeCastor solid rocket propulsion

testing

RL10 cryogenic upperstage engine demonstrative

testing hot fire test

Documents

Ground Testing Technical Committee GTTC Newsletter Newsletter 2010a... · Ground Testing Technical Committee GTTC Newsletter ... HTBP-based solid fuel and liquid oxygen. ... Cell