Ground Testing Technical Committee GTTC Newsletter

Issue No 30 Summer 2010

Ground Testing Technical Committee

GTTC Newsletter

June 2010


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

GTTC Chairman’s Message Thank you for picking up the 30

th edition of the Ground Test Technical

Committee (GTTC) Newsletter. This newsletter is utilized to keep the AIAA

members and others informed on the GTTC activities, membership, and the

activities of the membership organizations. I hope that you will find that it

serves it purpose well. Special thanks go to the newsletter editor, Tony Skaff,

of Sierra Lobo, Inc.

The GTTC meetings at the 27th AIAA Aerodynamic Measurement Technology and Ground Testing Conference are my

first as Chair of the GTTC. I would like to take this opportunity to thank my predecessor Dave Cahill, of the Aerospace

Testing Alliance, for his many contributions to the GTTC and ground testing community. I also would like to thank the

committee members who completed their service at the end of the last meeting.

The GTTC has a slate of new members attending the AMT/GT conference who were selected at the GTTC meeting held

in conjunction with the AIAA Aerospace Sciences Meeting back in January. They will quickly be integrated into the

GTTC activities and provide contributions through our subcommittees, working groups, focus groups, technical sessions,

and publications. Feel free to attend any of the GTTC meetings at the conference and the working groups in particular are

always looking for participation from outside of the GTTC. The GTTC is a very active AIAA Technical Committee but

we also like to have fun as well. Our team building activity at the conference is to take in a baseball game at Wrigley

Field.

I hope you enjoy this issue the GTTC newsletter. We are always looking for ways to improve the GTTC and our overall

value to the aerospace community. Your ideas (and participation – see the request for membership section in this

newsletter) are greatly appreciated. If you have questions or want information about the GTTC, you can contact me

directly at [email protected] or by phone at 770-494-4158. If you have an opportunity, check out our website linked

off the AIAA Technical Committees page on the AIAA web site (www.aiaa.org).

Thank You,

Joe Patrick

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 to

strike a balance in our membership so that we have an equal representation from government, industry, and academia. In

addition, we try to balance our membership between our two major ground test subcommittees, Aerodynamics and

Propulsion. 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 application

to the GTTC. The articles in this newsletter show the wide range of activities within our technical committee. If you

want 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/).

mailto:[email protected]

http://www.aiaa.org/

http://www.aiaa.org/



About the GTTC

The GTTC is one of more than 60 technical committees

sponsored by the American Institute of Aeronautics and

Astronautics (AIAA). It is made up of approximately 50

professionals working in various areas of the ground

testing world.

Our membership addresses important technical issues that

affect ground testing through several means, including the

development of guides and standards, dissemination of

information through technical sessions at conferences, and

the development and sponsorship of short courses.

The GTTC also participates in Congressional Visits Day,

which is a vital tool for making sure that aeronautics and

space-related research and testing is supported at required

levels.

One of the primary functions of every technical committee

is the sponsorship and development of conferences and

technical sessions. The GTTC supports two conferences

each year. Every January, the GTTC meets at the

Aerospace Sciences Meeting, where we sponsor several

technical sessions (typically a dozen or more). In the

summer, the GTTC alternates between the Joint Propulsion

Conference (odd-numbered years) and the Advanced

Measurement Technology and Ground Testing Conference

(even-numbered years).

GTTC Working Groups

Flow Quality Working Group

Chair: Iwan Philipsen

Vice-Chair: Dale Belter

Model Attitude and Deformation Working Group

Chair: Brad Crawford

Vice-Chair: David Smith

Wind Tunnel Database Working Group

Chair: Jeff Haas

Vice-Chair: Richard White

Ground Test Technical Committee

Chair: Joe Patrick

Vice-Chair: Ray Castner

Secretary: Steve Dunn

Steering Subcommittee

Chair: Joe Patrick

Vice Chair: Ray Castner

Membership Subcommittee

Chair: Ray Castner

Vice Chair: Steve Dunn

Aerodynamics Subcommittee

Chair: Vic Cannacci

Vice Chair: Jerry Kegelman

Propulsion Subcommittee

Chair: King Molder

Vice Chair: Mike Wrenn

Awards Subcommittee

Chair: Joe Norris

Vice-Chair: Wink Baker

Conferences Subcommittee

Chair: Steve Dunn

Vice Chair: Amber Favaregh

Publications Subcommittee

Chair: Steve Dunn

Vice-Chair: Julien Weiss

Standards Subcommittee

Chair: Doyle Veazey

Vice Chair: Rich White

Education and Student Activities Subcommittee

Chair: Stewart Lumb

Vice Chair: Justin Smith

GTTC Subcommittees



By Philip Lorenz III, AEDC/PA

The upcoming launch has caught the attention of engineers,

technicians and craftsmen at AEDC who supported the X-37 program

over the years.

"It's great to see the data we provided from Tunnel 9 on the X-37

directly supporting the upcoming hypersonic flight test," said Joe

Coblish, projects group team leader at AEDC's Hypervelocity Wind

Tunnel 9. "It's an exciting time in the field of hypersonics.

"In the flight regime of hypersonics, we test cutting-edge

experimental configurations that do not always make it to flight," he

continued. "Flying at hypersonic speeds can present extreme design

challenges to system developers and developing cost-effective

solutions in today's economic environment can be difficult on

shrinking budgets."

Tunnel 9 supported the X-37 twice while it was a NASA program,

first in 1999 and again in 2003.

"Both tests looked at high alpha - up to 60 degrees angle of attack -

reentry aerodynamics," Coblish said. "[This] required the Mach 14

capability at Tunnel 9, being it is the highest Mach number wind

tunnel in the U.S. capable of collecting integrated force and moment

data."

John Hopf, a senior project engineer at AEDC, is proud of the role he

and his coworkers had in testing the X-37 in the von Kàrmàn Gas

Dynamics Facility Tunnels A, B and C in 2001 and 2004.

"I consider the X-37 jet interaction test my favorite test during my 24-

year career at AEDC because it served as a valuable learning

opportunity for me by offering numerous technical challenges," he

said. "I relied heavily on the expertise of a very experienced and

dedicated core test team at VKF to meet and exceed the customer's

expectations by achieving the all of test objectives with a minimal

number of delays or problems."

According to Air Force officials, the X-37B is similar to the space shuttle except it is about a fourth the size and

unmanned. The OTV, at 27.5 feet long with a 15-foot wingspan, will operate in low Earth orbit like the space shuttle and

will "take a suite of next-generation technologies to orbit."

AEDC Testers React To First Orbital Flight Test of X-37

Ground Testing News

Figure 1 - 4/16/2010 - ARNOLD AIR FORCE

BASE, Tenn. -- The U.S. Air Force-Boeing X-37B

orbital test vehicle (OTV) is set to launch into space

atop an Atlas V booster from Cape Canaveral, Fla.,

April 21.



Full-Scale Crash Test of a MD Helicopter Conducted at NASA Langley

Submitted by Karen Jackson

Two full-scale crash tests of a MD-500 helicopter fuselage

body were successfully conducted at NASA Langley

Research Center in Hampton, VA, using the Landing and

Impact (LandIR) Facility during the months of December

2009 and March 2010. These tests were designed to

generate comparative baseline hard landing crash data for

the MD-500 helicopter, while retrofitted with and without

custom deployable energy absorbers (DEA). Test objectives

were to produce anthropomorphic data from a Human

Surrogate Torso Model (HSTM), which is part of an

anatomically-correct fully-instrumented test dummy and also

to generate data to validate a system-integrated finite

element simulation. The HSTM data will be used to assess

thoracic soft tissue injury mechanisms, including aortic

rupture, during helicopter crash events.

Crash preparations for the vehicle included installing an

onboard data acquisition system, crew and passenger

seating, and additional ballast throughout to represent the

mass and inertial properties of fuel, rotor transmission, and

the engine. The HSTM package, provided by the Johns Hopkins University Applied Physics Laboratory as part of an

Interagency Agreement (IA1-983) between NASA and the Office of the Secretary of Defense, was attached to the pelvis

and legs of a Hybrid III 50th percentile male anthropomorphic test device (ATD). This ATD was seated in the left rear

passenger crew seat along three other 50th percentile male ATDs, seated in the pilot, copilot, and other rear passenger

crew seat. Discrete targets were mounted to the vehicle’s outer airframe for collecting 2-D and 3-D motion tracking data

using photogrammetry. In addition to the photogrammetry data, twelve external and four internal cameras were used to

record real time and high-speed motion pictures of the impact event. The final test article weighed 2,906 lb, which is

94 lb less than the maximum gross take-off weight of the actual vehicle. The test article impacted the concrete surface

beneath the LandIR (gantry) facility at approximate velocities of 40-ft/s forward and 26-ft/s vertical providing a net

resultant velocity of 48-ft/s.

Preliminary assessment of the test data indicates that the crew and passenger ATDs experienced peak pelvic accelerations

of 40-g, compared with 10-g in the test with the deployable energy absorber (DEA). Maximum ATD lumbar loads were

2,000-lb., compared with 700 lb. in the test with the DEA. According to FAR 27.562 (c) specifications, human lumbar

loads should not exceed 1,500 lbs, which is the threshold for injury. 2-D and 3-D photogrammetric target tracking data

were collected using high-speed digital cameras, providing an accurate assessment of the helicopter trajectory and impact.

In addition, a total of 158 channels of on-board data were successfully collected at a rate of 10,000 samples per second

from accelerometers, strain gages, and load cells.

Points of Contact:

[email protected]

[email protected]

[email protected]

Figure 2 - MD-500 helicopter impact test, using deployable

energy absorbers.






JAXA Complete Final Qualification Tests of Liquid Hydrogen-fueled Hypersonic Turbojet Engine

By Yasushi Nakata

Japan Aerospace Exploration Agency (JAXA) completes the second series of ground firing tests of the scaled liquid

hydrogen-fueled hypersonic turbojet engine including SLS firing tests in September 2009 at Noshiro Testing Center

(Fig. 3) and altitude tests at Mach 0.8-1.6 condition in December 2009 at Chofu Aerospace Research Center (Fig. 4).

JAXA’s hypersonic turbojet engine is operable from SLS to Mach 5 in-flight condition with single flow-path due to its air

pre-cooling device using liquid hydrogen fuel as a coolant for protecting turbo-machinery from aerodynamic heating. The

engine is installed on the Balloon-based Operation Vehicle (BOV), which can accelerate itself up to Mach 2 by diving

from high altitude balloon at the altitude of 40 km. Engine testing duration (from the balloon separation to parachute

activation) can be extended up to 100 sec by a pullout maneuver with all moving tails. Difficulties on this flight

experiment are concerning with quickly changing environmental conditions (inlet pressure, temperature, and flight

attitude). After investigating hydrogen burner ignitability and windmilling characteristics of the turbo-machinery in the

altitude testing facility, windmilling start-up sequence for a stable engine operation was established in the simulated flight

environment. Effect of gravity direction change on the propellant and propulsion system was also investigated by laying

the vehicle at nose-down attitude during engine firing test as shown in the Fig. 3. The gravity effect was found to be

negligible from the fact that the engine operation in vertical attitude condition does not differ that of horizontal attitude

condition. Now we are ready for the first flight test of the hypersonic turbojet engine, which is scheduled in 2010 at Taiki

Aerospace Research Field on Hokkaido Island.

Figure 3 - Qualification tests of the hypersonic turbojet engine being equipped on the vehicle at the liquid

hydrogen engine test facility (September, 2009).

Figure 4 - Altitude testing of the engine with a supersonic inlet at Mach 1.6 condition in the ATF (December, 2009).



Normal Shock Hybrid Flow Control Test

By Mary J. Gibson

15 x 15 cm Supersonic Wind Tunnel Facility, W-6B

Engines Research Building

Led by researchers Stefanie Hirt and Manan Vyas of the

Inlet and Nozzles Branch (Aeropropulsion Research

Testing Division) at NASA Glenn Research Center, the

normal shock hybrid flow control test was conducted to

validate CFD solutions regarding the effect of using

microramp devices and air injection on normal shock

interaction. In this project, the test model shape

produced a normal shock in the tunnel, microramp

devices of varying geometries were installed, and air was

injected at a range of blowing rates from blowing holes.

Data were obtained through the use of a translational

total pressure probe, sidewall static ports, Schlieren

images and oil flow visualization (pictured below). For

the configurations tested, CFD results indicate

significant promise in the use of microramp flow control

for reducing separation in the presence of shock wave

boundary layer interactions. Full scale inlets incorporating microramp and hybrid flow control are currently being

designed to be tested in the 8x6 and 10x10 SWTs at NASA GRC.

Testing support provided by Mary Gibson (Mechanical Test Engineer), John DeArmon and Brent Seifert (Electrical

Engineer), Ronald Foster and Cleve Horn (Mechanical Technician).

The Exploration Technology Development Program Liquid Oxygen/Liquid Methane Test

Submitted by Vic Cannacci

The Exploration Technology Development Program

(ETDP) Propulsion and Cryogenic Advanced

Development (PCAD) project has been performing

technology development of non-toxic propulsion systems

to enable safe and cost effective exploration missions. In

support of PCAD, NASA Glenn Research Center has

developed liquid oxygen/liquid methane propellant

conditioning systems to test PCAD-funded Aerojet 100-lbf

Reaction Control Engines (RCEs) and other similar class

engines. The objective of the propellant conditioning

systems is to both subcool or heat the cryogenic propellant

to the engine inlet valves to more closely simulate the

conditions an engine would see when propellants are

stored in space. Performance testing of the afore

mentioned engine was recently completed in the Altitude

Combustion Stand at GRC with the propellant

conditioning systems, over a range of inlet temperature

and pressures and propellant mixture ratios.

Figure 5 – Oil flow visualization.

Figure 6 – Aerojet 100 lbf engine undergoing test.



Open Rotor Propulsion Rig Update

By Jon Salek, TFOME

Originally tested in the mid 1980’s at NASA Glenn, then it was known as the Model Propulsion Simulator (MPS) Test

Rig SN003. It is now known as the ORPR (Open Rotor Propulsion Rig). The ORPR consists of two counter rotating

spools with a non-rotating center shaft. Each of the two counter rotating spools is attached to a two-stage turbine on the

aft end with the fan blades, hub and force balance on the forward end. Each of the two fan blade sets are driven by a

multistage air turbine drive supplied by 300 PSIG air heated to 200°F.

Refurbishment was completed in October 2009 and

consisted of a general inspection and rebuild of the

mechanical components, an inspection and replacement (as

necessary) of all instrumentation, refurbishment of the

forward and aft rotating force balances and replacement of

the telemetry system. The refurbishment was a long and

slow process due to the complexity of a counter rotating

design and the challenges it brings to the routing of

instrumentation and precise positioning and balance of

internal hardware.

Testing in the 9x15 low speed wind tunnel (LSWT) began

on October 2009 and will continue into the middle of the

year. Testing in the 8x6 high speed wind tunnel will begin

later in 2010. First, a 1980s original design blade

(F31/A31) was tested and compared with historical wind

tunnel test data to validate rig and tunnel operation. Once

confident in the ability to take accurate acoustic and

aerodynamic performance data, testing began on modern blade designs that were based on past testing and new more

powerful computer simulation programs. When 8x6 testing is complete, GE will iterate on these blade designs.

The test program is a joint effort between NASA and GE

along with GE’s collaborative partners. The ORPR team is

quite large and consists of both American and International

Engineers that frequently visit the test site to partake in the

data taking and get hands on experience with the ORPR

drive rig. Constant open communication through weekly

teleconferences and daily emailing /phone calls has

allowed the team to stay on the same page and keep

moving forward even during the most fast paced test

schedule.

The test definition is focused around both aerodynamic and

acoustic performance. The novel Open Rotor design

allows for a significant increase in engine efficiency which

results in less fuel burn during fight. However this

efficiency comes with an acoustic challenge which affects

both passengers in the airplane cabin and communities

living close to airports. A majority of the increased engine

noise comes from the shedding of vortices off the forward

blades which then interact with the aft blades creating

uncomfortable tones. GE and its collaborative partners

have been combating this noise issue with different design

ideas while trying to maintain the engine efficiency and

aerodynamic performance advantages.

Figure 7 – Open Rotor Propulsion Rig.

Figure 8 – Front view of ORPR.



The 9x15 LSWT testing simulates take off and landing conditions, we are able to test at speeds up to M=0.22. The test

section is acoustically treated with Kevlar filled porous boxes that allow extremely accurate acoustic data to be taken. 8x6

SWT testing simulates cruise conditions and will test the rig up to speeds of M=0.80 which is the max design cruise speed

for ORPR. Acoustic and aerodynamic performance will also be the main focus of testing during 8x6 SWT entry.

So far the test results have been promising. With constantly rising gas prices, airlines are searching for that next

generation engine that will help not only keep the cost of flying down but also be environmentally friendly. With a

rigorous test schedule and a dedicated team of researchers, engineers, and technicians to support the testing, it is only a matter of

time before we learn if ORPR is the future of commercial flight.

Reaction Control System Testing At ORBITEC

By Joan Hoopes, Orbitec

Orbital Technologies Corporation (ORBITEC) recently conducted testing of a Reaction Control System (RCS) 25lbf

thrust demonstration thruster at ORBITEC and at its partner, the University of Alabama – Huntsville (UAHuntsville).

The MAELSTROM-G25 RCS Demo Thruster is a GOX-GCH4 vortex thrust chamber equipped for direct spark ignition.

The -G25 thruster is designed to meet the mission requirements of a specific in-space application. This thruster features

an oxygen-cooled regen nozzle and a vortex-cooled chamber wall and head end. After flowing through the regen nozzle

coolant channels, the gaseous oxygen is split into two flow paths. Most of the GOX is injected in tangential swirl

elements at the base of the chamber. The remaining GOX flows through the spark plug, shielding the plug face, and is

injected at the chamber head end. An 80:1 expansion skirt can also be installed for altitude testing. The run valves are

close-coupled to the chamber to reduce the manifold priming times and correspondingly, the start-up transient.

This thruster was tested at sea-level conditions in ORBTEC’s Small-Scale Test Facility and at altitude conditions at

UAHuntsville’s Vacuum Test Facility. During the sea-level tests, the chamber was shown to be capable of lighting

Figure 10 - TFOME employee Paul Hleba and NASA Civil

Servant Marty Krupar preparing to disassemble the AFT

hub.

Figure 9 - TFOME Employee Andy Kehrt beginning a model

change to a different blade set.



repeatably and reliably with GOX/Methane. The regeneratively cooled nozzle performed very well and survived test

durations of up to 15 seconds. The vortex combustion cold-wall effect was shown to successfully shield the chamber

walls and head-end. The chamber was also shown to perform well during pulsed operations.

After integrating the test article into the vacuum chamber at the UAHuntsville Propulsion Research Center, tests were

conducted at simulated altitude conditions (up to 150,000 ft). During these tests, the thruster demonstrated repeatable and

reliable ignition at altitude, demonstrate pulse train operation, and demonstrated a 50% duty cycle over 30 seconds of

operation with the regen nozzle. These altitude tests were also used to evaluate the performance of the functionally-

gradient material (FGM) expansion skirt.

For more information about ORBITEC please contact:

Paul J. Zamprelli, Business Development Director

[email protected]

or

Joan Hoopes, Facility Manager:

[email protected]

For more information about UAHuntsville Propulsion Research Center please contact:

Dr. Robert A. Frederick, Jr., Interim Director

[email protected]

Tunnel 9 Ushers In New Paradigm For Evaluation And Test

By Janaé Daniels, AEDC/PA

3/18/2010 - Arnold Air Force Base, Tenn. For the past year, engineers at the Hypervelocity Wind Tunnel 9 located at

Arnold Engineering Development Center's (AEDC) White Oak location renovated their main tunnel controller. They

installed a state-of-the-art digital control room and completed a successful return to service, verifying all aspects of the

facility operation.

To validate Tunnel 9 as fully operational required a detailed and demanding process of deliberately increasing the throttle

of the facility until full pressure and temperature were achieved according to Dan Marren, Tunnel 9 site director. Marren

explained that the final stage for validation would normally involve a standard check model where test cell functionality,

data throughput, and veracity of information can be verified against benchmark data.

"While running a standard check model is anything but standard in Tunnel 9 - high temperatures and pressures with

dynamic angle-of-attack sweep approaching 80 degrees a second - this time it was even more atypical given our enhanced

Figure 11 - RCS Demo Thruster in UAHuntsville’s Vacuum Test Facility






data goals," Marren said. Several high-speed systems under development today will require a more complete

understanding of the challenges that are between technology development and fielding.

AEDC management took this opportunity to determine if

Tunnel 9, which uniquely provides the test environment

necessary for understanding these complex challenges,

could be utilized in a new and innovative way. In the year

preceding the completion of the control room, engineers

readied experiments, methods and instruments to make

measurements that can interrogate more fully the physics-

based phenomenon required.

"Late last year, a proposal was made to replace the

standard sphere cone check model with an actual system

configuration representing the most likely Air Force

solution to the next generation prompt global strike

missile system, HTV-2," Marren said.

The Falcon program is a joint venture by the Defense

Advanced Research Projects Agency (DARPA) and the

Air Force. The program's objectives are to develop and

demonstrate hypersonic technologies that will enable

prompt global reach missions. The first flight test is

currently scheduled to fly from Vandenberg Air Force

Base, Calif., to Kwajalein Atoll, Marshall Islands, later

this year.

Marren says this vehicle because of its complex 3-D shape

also challenges the understanding of certain critical physics-based phenomenon and fits the return to service goals. Since

AEDC's Tunnel 9 provided the pre-flight database, that data can be used as a benchmark for validation of the wind tunnel.

"Having a well characterized data set in Tunnel 9 made it the perfect configuration to tell if all systems were a go,"

Marren said. "In addition, this next generation vehicle will require more physics-based design information to get through

development and Tunnel 9 must be ready for that enhanced requirement."

Moving from just supplying air-on test time for the purpose of building an empirically-based data set to a new approach

that seeks to understand the physics driving the most severe design challenges requires the capability to go beyond the

standard data approach and perhaps move out of a comfort zone in customer support.

"Success here will require building partnerships with science and technology activities, inventing test techniques and

methods tuned to obtaining important hard-to-measure quantities and providing data in a format that feeds the weaknesses

in our computational models," Marren said.

The initial quick-look data suggests that all the various technology efforts are producing 100 percent successful results.

"I am amazed at the level of success that has been achieved simultaneously for so many different technologies 'piggy-

backed' together," John Lafferty, Tunnel 9's technical director, said. "This level of success is a testament to the quality of

our people and the rigorous planning involved. According to Marren, this was an opportunity to try this new approach by

reaching out to Tunnel 9 partners with the help of the University of Maryland, Air Force Office of Scientific Research,

Air Force Research Laboratory, Test Evaluation/Science & Technology, NASA and Sandia National Laboratories.

The result is enhanced measurement techniques typically seen only in a laboratory environment now applied in a T&E

facility to a real-world problem that is milestone driven (in this case by a flight test).

According to Dr. Mark Lewis, chair of the Aerospace Engineering Department at the University of Maryland and former

Chief Scientist of the Air Force,

"The hard work in renovating the critical national asset that is Tunnel 9 has clearly paid off on its very first set of runs.

"Preliminary results from the early stages of the project are eye-watering, providing marvelous agreement to some of our

theoretical models. AEDC has outdone itself in leveraging a shakedown test series to perform no fewer than eight

Figure 12 - A Busy Test Cell: In addition to the primary force-

and-moment test article (center), the Tunnel 9 test cell includes

(clockwise from bottom left) a hemisphere probe for developing

heat-transfer and stagnation point sensors, two standard Pitot

probes with high-frequency tunnel noise measurement

capability, and the auxiliary model support system with the

Sandia/Purdue boundary-layer transition research cone.

(Photo by Mike Smith)



significant experiments at once. I am particularly excited by the fact that our students have been right there in the process,

working side by side with AEDC personnel. That is an incredible educational opportunity for those students, but I have

also observed that their presence at Tunnel 9 has added an extra spark of vitality for the AEDC staff members as well."

When return to service checks are completed later this month, Tunnel 9 will have an enhanced information capability

matched with an accurate and capable controller to once again rise to meet the testing needs of advanced hypersonic

systems.

Ascent Abort Testing Successfully Completed at the Sierra Lobo Test Facility

By Steve Grasl, Sierra Lobo, Inc.

Sierra Lobo successfully completed testing recently of a pressure

reduction system intended to simulate a roll control system (RCS)

similar in concept to that planned for the future Ascent Abort

Crew Module (CM) on the Orion spacecraft. Testing was

performed at the Sierra Lobo Test Facility (SLTF) under contract

from NASA Glenn Research Center (GRC). The main purpose of

these tests was to validate preliminary analytical models created

by the design team at NASA-GRC of flows, pressures, and

temperatures of the system over the full duration of system

deployment.

The Ascent Abort Crew Module RCS used for Orion is intended

to induce a roll torque to determine the response of the Crew

Exploration Vehicle (CEV) Parachute Assembly System. The

RCS would also provide rate damping after the drogue chutes

have been deployed, rate damping before and after the induced

roll torque, and operation of a roll control algorithm to

demonstrate the ability to position the CM properly for landing.

The test set-up included four 50-gallon composite overwrapped

pressure vessels (COPVs) that were pressurized with GN2 up to

3,500 psig. The GN2 was then sent through a pressure reduction

system and then a thruster valve that was cycled open and closed

at predetermined frequency and duration to simulate various

mission profiles.

The SLTF is located in Milan, OH, and is also used for

performing other testing. Recent tests include liquid hydrogen

internal combustion engine truck testing for the U.S. Army, Cryocooler testing for AFRL, and internal testing of

cryogenic feed-throughs. Advanced power plant fuel cell testing for a UAV for ONR with liquid hydrogen and liquid

oxygen is also planned in the coming months.

For further information, contact Tony Skaff at [email protected].

www.sierralobo.com

Figure 13 - Sierra Lobo’s Test Facility in Milan,

Ohio.


http://www.sierralobo.com/



GTTC Membership Activities

By Tony Skaff

ASM Conference, Orlando, Florida

The 48th AIAA Aerospace Sciences Meeting was held in Orlando, FL, from January 4-7, 2010 at the Orlando World

Center Marriott , Orlando, FL. The AIAA Ground Test Technical Committee (GTTC) conducted a full slate of meetings,

technical sessions and related activities as a part of this conference. The GTTC sponsored 11 technical sessions with 48

papers. A total of 19 meetings were held to conduct the business of the GTTC during the course of this conference. The

Best Practices in Wind Tunnel Testing Short Course was conducted Jan 8 and Jan 9, 2010. For more information, visit us

at https://info.aiaa.org/tac/ASG/GTTC/default.aspx and log-in as a member.

2009-2010 AIAA Ground Testing Outstanding Paper Award Winner

The AIAA Ground Test Committee Congratulates the Outstanding and Best Paper Award Winners for 2009 –

2010

The AIAA Ground Testing Technical Committee annually recognizes several papers from both the summer and winter

GTTC sponsored conferences. The GTTC hosts paper sessions in the winter at the AIAA Aerospace Sciences Meeting

and in the summer either at the Joint Propulsion Conference or Aerodynamics Measurement and Ground Testing

Conference. These “Outstanding Papers” are reviewed each spring to select one “Best Paper” for the entire year. The

recipient of the Best Paper Award is recognized during the AIAA awards luncheon held at the summer conference.

2009-2010 AIAA Ground Testing Outstanding Paper Award Winner

A Novel Technique for Reconstructing High- Frequency Transient Rocket Chamber Pressure Measurements

Stephen A. Whitmore, Matthew D. Wilson, Shannon D. Eilers,

Utah State University, Logan, UT, 84322-4130

45th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit

2 - 5 August 2009, Denver, Colorado

AIAA 2009-5288

Analysis of Sting Balance Calibration Data Using Optimized Regression Models

N. Ulbrich

Jacobs Technology Inc., Moffett Field, California 94035–1000

and

J. Bader

NASA Ames Research Center, Moffett Field, California 94035–1000

45th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit

2 - 5 August 2009, Denver, Colorado

AIAA 2009-5372

40th

AIAA Fluid Dynamics Conference

https://info.aiaa.org/tac/ASG/GTTC/default.aspx



Assessment of Response Surface Models Using Independent Confirmation Point Analysis

Richard DeLoach

NASA Langley Research Center, Hampton, Virginia, 23681

48th AIAA Aerospace Sciences Meeting including the New Horizons Forum and Aerospace Exposition

4 - 7 January 2010, Orlando, Florida

AIAA 2010-741

Assessment of the NTF for natural laminar flow testing

Jeffrey D. Crouch, Mary I. Sutanto, David P. Witkowski

Boeing Commercial Airplanes, Renton, WA, 98055

and

A. Neal Watkins, Melissa B. Rivers, Richard L. Campbell

NASA Langley Research Center, Hampton, VA, 23681



AIAA 2010-1302

Testing of a Model-Based Predictive Control System for a Transonic Aerodynamic Test Facility

J.M. Sheeley, S. Salita, B. Boylston, and M. Thelen

Aerospace Testing Alliance, AEDC Arnold AFB, TN 37389

and

M. Hamby

Jacobs Technology Arnold AFB, TN 37389



AIAA 2010-1309



Look for Our Posters!

These posters will be prominently displayed near most

Ground Test Technical Committee functions and technical sessions.



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-Jul 1 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 Aerospace

Exposition, 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]

Wendell Baker Lockheed Martin Aeronautics 817-777-8781 [email protected]

Dale Belter Boeing 206-655-1632 [email protected]

Hudson Brower Northrup Grumman 310-332-5614 [email protected]

Guy Boyet ONERA +33-1-46-73-41-14 [email protected]

Victor Canacci Jacobs Sverdrup, GRC 216-433-6222 [email protected]

Ray Castner NASA Glenn Research Center 216-433-5657 [email protected]

Bradley Crawford NASA Langley Research Center

[email protected]

Steven Dunn NASA Langley Research Ctr, ROME Grp 757-864-1116 [email protected]

Daniel Ehrlich The Aerospace Corporation 310-336-9249 [email protected]

Amber Favaregh ViGYAN, Inc. 757-864-9397 [email protected]

Sivaram Gogineni Spectral Engeries 937-266-9570 [email protected]

Bob Guyton AFRL

Robert.Guyton2Wspafb.af.mil

Jeffrey Haas NASA Glenn Research Center 216-433-5718 [email protected]

Wayne Hawkins AEDC-XP 931-454-7211 [email protected]

Joan Hoopes Orbital Technologies 608-827-5000 [email protected]

Jerry Kegelman NASA Langley Research Center 757-864-1718 [email protected]

Ahmad Farid Khorrami California Institute of Technology 626-395-4795 [email protected]

Konstantinos Kontis The University of Manchester 44-161-3065751 [email protected]

Oliver Leembruggen Jacobs – WPAFB 937-255-2691 [email protected]

Mark Loomis NASA Ames 650-604-6578 [email protected]

Frank Lu UT - Arlington 817-272-2083 [email protected]

Stewart Lumb Boeing Huntington Beach 714-421-1724 [email protected]

Ed Marquart Raytheon Missile Systems 520-545-7879 [email protected]

Bryon Maynard NASA Stennis Space Center 228-688-2619 [email protected]

Scott Meyer Purdue University 765-496-1772 [email protected]

King Molder McKinley Climatic Lab, Eglin AFB 850-882-4383 [email protected]

Yasushi Nakata Japan Aerospace Exploration Agency 81-42-240-1436 [email protected]

Chuck Niskey Black Ram Engineering Services 757-325-7717 [email protected]

Joseph Norris AEDC White Oak 301-394-6430 [email protected]

Jonathan Osborne ATA 931-454-3130 [email protected]

Joe Patrick Lockheed Martin Aeronautics Co. 770-494-4158 [email protected]

Iwan Philipsen German Dutch Wind Tunnels (DNW) +31-527-248531 [email protected]

Ray Rhew NASA Langley 757-864-4705 [email protected]

Dieter Schimanski ETW +49-2203-609154 [email protected]

Masashi Shigemi Japan Aerospace Exploration Agency 81-422-40-3255 [email protected]

Tony Skaff Sierra Lobo, Inc. 419-499-9653 X 103 [email protected]

David Smith Aerospace Testing Alliance (ATA) 931-454-6750 [email protected]

Justin Smith Sandia National Laboratories 505-845-1134 [email protected]

Sheri Smith-Brito Boeing 206-769-4473 [email protected]

Johannes Van Aken Jacobs Technology, Inc. 650-604-6668 [email protected]

David Van Every Aiolos 416-674-3017 x248 [email protected]

Doyle Veazey ATA 931-454-6704 [email protected]

Thomas Wayman Gulfstream Aerospace 912-965-6787 [email protected]

Julien Weiss Bombardier Aerospace 514-855-5001 X 51580 [email protected]

Eugene Richard White ViGYAN, Inc. 757-865-1400 x202 [email protected]

Curtis Wilson Picatinny Arsenal 908-459-4611 [email protected]

David Wishart Pratt & Whitney Rocketdyne Space Propulsion 561-796-8438 [email protected]

Michael Wrenn ATA 931-454-7261 [email protected]

AIAA Ground Test Technical Committee Membership

GTTC Officers

Chair: Joe Patrick Vice Chair: Ray Castner Secretary: Steve Dunn






































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Documents

Ground Testing Technical Committee GTTC Newsletter