Space Shuttle Orbiter Approach and Landing Test (ALT) Program Pre-ALT Report

8/7/2019 Space Shuttle Orbiter Approach and Landing Test (ALT) Program Pre-ALT Report

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MS!!Nattonal Aeronautcs andSpace Admwtratlon

Space Shuttle Program OrbiterApproach & Landing TestOFFICE OF SPACE FLIGHT


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FOREWORDThe Orbiter Approach and Landing Test (ALT) Reports are published to providesenior NASA management with timely information on ALT program plans andaccomplishments .The ALT Reports will be comprised of this PRE-ALT REPORT, ALT PRE-FLIGHTMEMORANDA, and an ALT POST-FLIGHT REPORT following each flight.The purpose of this PRE-ALT REPORT is to provide an overview of the ALTprogram, describing the flight vehicles involved andsummarizing the plannedflights. The ALT PRE-FLIGHT MEMORANDA will provide updated informationas data of significance become available during the ALT program lifetime.The ALT POST-FLIGHT REPORTS will be memoranda covering accomplishmentsof individual flights.


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MEMORANDUM February 11, 1977TO: A/Ad ministratorFROM : MH/Director, Space Shuttle ProgramSUBJECT: Space Shuttle Orbiter Approach and Landing

Test (ALT) Program

The first flight of the ALT Program for the Space Shuttle Orbiter will be conductedat the Dryden Flight Research Center at Edwards Air Force Base, California, notearlier than February 18, 1977. This flight will be the beginning of a plannedX)-flight series.The primary goal of the ALT Program is to verify safe, subsonic, aerodynamic flightand landing capability with an Orbiter, ground support equipment, and facilitiesconfigured as closely as practical to the hardware and software to be used in sub-sequent orbital missions.

series is planned for January 1978.

Approva I :


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CONTENTSPage

Genera I ..................... ..................... ......... 1ALT Objectives ............................................ 3Flight Descriptions .......................................... 4Configuration Descriptions ................... ................ 6ALT Management ........................................... 14ALT Flight Control .......................................... 16

ALT Support ............................................... 17Appendix ................................................. 23


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LIST OF FIGURES

Figure No.12

3456

789

10

TitleALT ScheduleOrbiter/Shuttle Carrier Aircraft

SCA Structural ModificationsOrbiter VehicleOrbiter Systems Modified for or Unique to OV-101ALT Management Relationships

Orbiter/SCA Mate/Demate DeviceOrbiter/SCA in Mate/Demate DeviceCommunications and Tracking LinksALT Television System Configuration

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89

1115

18192021


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GENERAL

This report describes the Approach and Landing Test (ALT) Program fo r the SpaceShuttle Orbiter. The ALT Program precedes the Orbital Flight Test (OFT) Programas the first of two series of flight tests in the overall Space Shuttle Program.The primary goal of ALT is to gather sufficient flight test data to verify safe Orbitersubsonic aerodynamic flight and landing with an Orbiter, ground support equipment,and ground facilities configured as closely as practical to the hardware and softwareto be used in the approach and landing phase of subsequent orbital missions. The ALTprogram is designed to progress, in minimum steps consistent with flight safety, fromtest conditions that provide the greatest margins of safety to test conditions anticipatedon the first OFT approach and landing.ALT will be conducted at the NASA Dryden Flight Research Center (DFRC) af EdwardsAir Force Base (EAFB), California. These tests are scheduled to begin in February1977, in a series of Orbiter unmanned and manned flights atop a modified Boeing 747jetliner, designated the Shuttle Carrier A ircraft (SCA) . The exact number of flightsto be flown in the ALT series will be determined as the program progresses; however,a provisional 20-flight schedule has been formed for planning purposes. Within thisframework, the sequence of events will call for the Orbiter to be placed atop the 747for a number of taxi runs along EAFB runways. The taxi-tests will be followed by sixcaptive flights where the unmanned Orbiter will be carried to an altitude of opproxi-mately 25,000 feet by the 747, but not released. These unmanned Orbiter flightswill be followed by a series of five captive flights, with the two-man ALT crewaboard the active Orbiter. These tests are designed to verify most of the Orbitersystems and crew procedures, OS well as provide some verification of Orbiter dynamicsand controllability. The first of eight free flights will be conducted in July 1977.The manned Orbiter will be released from the 747 carrier at about 24,000 feet, and


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Summary descriptions of each flight, including profiles of the free flights, comprisethe Appendix to this report.The ALT Progm m is scheduled to be completed in January 1978. The ALT scheduleis shown in Figure 1.

ALT SCHEDULE

1976 1977 1978NID JIFIMIAlMIJ~JIAkIOINID JIF6 INERT 11111

CAPTIVE(TAILCO NE-ON)

5 CAPTIVE ACTIVE llwlllllll(TAI LCO NE-O N)

5 FREE FLIGHTS (TAILCO NE-ON) IIllllIIIIIIIIIIIIIII1 CAPTIVE ACTIVE3 FREE FLIGHTS (TAILCO NE-OFF) 11111111111111

NOTE: This schedule is for planning purposes only. The exact number of flightsto be flown and the dates thereof will be established as the ALT programpmgresses.


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ALT OBJECTIVES

The overall objectives of the ALT Program are to:. Verify an Orbiter pilot-guided approach and landing capability. Demonstrate an Orbiter autoland capability. Verify Orbiter subsonic airworthiness, integrated systems operation, and

selected subsystems operation for first orbital flight. Demonstrate an Orbiter capability to safely approach and land in selectedcontrol weight and center-of-gravity configurations within the operational

envelope


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FLIGHT DESCRIPTIONS

The ALT Program flight tests fall into three maior categories. The initial flightsinvolve the mated Orbiter/SCA with the Orbiter unmanned and all systems inert.The second category of flights relates to the mated Orbiter/SCA with the Orbitermanned and active. The final flights involve release of the active manned Orbiterfor free f I ight .INERT CAPTIVE FLIGHTSThe initial operations of the mated Orbiter/SCA will be performed with the Orbiterin the tai Icone-on configuration, unmanned, and all systems inert. In this configura-tion, the Orbiter essentially serves as a boiler plate vehicle with no Orbiter datasource above the separation plane of the mated vehicles. Subsequent to the taxitesting, the first three flights will be performed to establish the airworthiness of themated combinations and to describe the useful operational flight envelope. Uponcompletion of these flights, three additional flights will be conducted to obtain apreliminary assessment of the ALT mission profile, ground track, and overall procedures.Chose aircraft will be used on all flights. Summ ary descriptions of each of the sixflights planned in this category are included in the Appendix.CAPTIVE ACTIVE FLIGHTSThis category of testing consists of manned active Orbiter/SCA mated testing. Theactive Orbiter mated testing is designed to verify the optimum separation profiledeveloped in inert testing and assess this profile with the Orbiter control systemactive, refine and finalize Orbiter/SCA crew procedures and evaluate Orbiterintegrated system s operation to the extent possible prior to the first free flight. Chose


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Orbiter separation, will be as similar as possible and use flight techniques and proceduresverified during mated testing. The test procedures and moneuvers described in thissection will begin after the Orbiter completes its port of the separation and avoidancemaneuvers.The free flight program consists of eight Orbiter flights, designed to accomplish thetest objectives while progressing from the most benign flight regime to the mostcritical. The eight flights ore planned to develop basic aerodynamics, avionics,structures and mechanical systems flight test data while verifying the pilot-guidedapproach and landing capability and satisfying prerequisites to automatic flight con-trol and navigation mode testing. Flights 6, 7, and 8, if flown, will provide Orbiteraerodynamics, stability, and control data for the tailcone-off configuration. Summ arydescriptions and profiles of each of the free flights ore included in the Appendix,


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CONFIGURATION DESCRIPTIONS

Brief descriptions of the 747 Shuttle Carrier Aircraft (SCA) and Orbiter ore presentedfor general information.SHUTTLE CARRIER AIRCRAFTThe Shuttle Carrier Aircraft (SCA) is a commercial 747-100 series aircraft which hasbeen modified structurally and aerodynamically for flight transport of the Orbiter OSshown in Figure 2. An illustration of the SCA structural modifications is shown inFigure 3. Structural modification was accomplished by the addition of one forward andtwo oft mounting pylons to the top of the SCA fuselage to which the Orbiter is secured.ln addition, substantial structural modifications were mode to the SCA fuselage andempennage oreos to accomodate the Orbiter-imported flight and static loads. Aero-dynamic modification to the SCA includes the addition of fixed vertical stabilizer tipfins which provide on additional 200 square feet each of vertical stabilizer area. Thetip fin installation consists of left and right hand fin assemblies which ore identicalexcept for the attachment fittings, a faired diagonal support strut for each fin on thestabilizer upper surface, stabilizer attach fittings on each side and stabilizer-to-finfairings and seal panels. The tip fins are of conventional two-spar, rib-skin-stringerconstruction. The airfoil section is symmetrical bi-convex, designated OS BAC 482,with a thickness ratio of 9 percent. Static dischargers are installed on both tip fins.The fin is copable of being disassembled to facilitate transport in the aircraft.Additional flight control changes include increased nose down trim authority, yawdamper modification, and autopilot gain change provisions. Other changes includeengine modifications permitting the use of increased thrust levels, the relocation and/oraddition of some communication/navigation antennas, the addition of Q special ballastsystem and the removal of all superfluous passenger accommodation items.


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ORBITER/SHUTTLE CARRIER AIRCRAFT

MAXIMUM TAXI GROSS WEIGHT:

FT 1 IN.

9 IN.

DESIGN LANDING WEIGHT:

I IOPERATIONAL EMPTY WEIGHT

---- ---I3 FT 4 IN

I= 195 FT 8 IN. c

778,000 LB630,000 LB330,200 LB


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SCA STRUCTURAL MODIFICATIONS

. ,N( .,,, A!;, I) SKIN c;1\1;1. ,,I VISI IJ TIP HIH!..A,,u~I) ~IPFINA~IACH IIlTINtiS

. ADDED BULKHL AUS

. MODIFIED AOJACFNl FFIAMES

. ADDCO SKIN VOUHL 1 HS

.ADDED tXTt HNAL SLItFORl

ORBITLH

ADDF U SKINDOUttL t HS -outANI

ADJUSl AHL tFORWARDSUPPOHlASSEMHL YAND ADAPTt H, C.-a ,A, , ,

CIIlIJ tJT ANI) HULKHLAU MOUlFlf L)

Fig. 3

Orbital systems that will not be installed on OV-101 are listed in the following table:


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ORBITER VEHICLE

x00X0235I I-

22.67 FT936.68 IN. I78.06 FT

t-122.3 IN. XoljO71467.06 IN.

__t_---X0576 415.72 IN.t- PAYLOAD BAY - I IDOORS 679 IN.

1293.3 IN.REF BODY LENGTHY GROUND LINE


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Orbiter systems modified for or unique to OV-101 are identified in Figure 5.Brief descriptions of OV-101 systems with emphasis on differences between OV-101and subsequent vehicles follow:

The Electrical Power System (EPS) includes three fuel cells to provide electricalpower for OV-101; however, high pressure bottles of gaseous oxygen and hydrogenwill replace cryogenics for the fuel cell supply. Sufficient gaseous oxygen andhydrogen will be carried to allow for 208 minutes of EPS operation at the presentlybaselined power profile (59.9 kilowatt hours).Three Auxiliary Power Unit (APUjHydraulics (HYD) systems will providehydraulic power for operation of the aerodynamic control surfaces and thelanding gear. Sufficient APU fuel (hydrazine) and hydraulic cooling water willbe carried to allow for 129 minutes of APU/HY D system operation (the systemwill be cycled to accommodate the total operating time requirements of an ALTflight).The Atmospheric Revitalization System consists basically of the cabin fans and aspecial OV-101 unique ram air vent system used for contamination removal.There will be no cabin gas makeup on OV-101.The Active Thermal Control System consists of freon loops cooled by ammoniasupplied from six special add-oft tanks. There wil I be no actual ThermalProtection System (TPS) on OV- 101, but simulated TPS will be installed to main-tain aerodynamic characteristics.Three Inertial Measurement Units will provide output signals proportional to bothvehicle attitude and velocity changes.


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ORBITER SYSTEMS MODIFIED FOR OR UNIQUE TO OV-101

EJECTION SEATSKND DVERHEAD3L0iXHJT FAXELSDISPLAY &

RAM AIRLATED SSME, OMS/RCS, AND HEAT SHIELD

DFI AIR DATA #

CONTRSYS FLT TEST UMBILICALFWDATTACH POINT FUEL CELL REACTANTS TO CARRIER A/C &SEPARATION SYSTEM HI PRESS GAS O2 b H2 MCDIFIED UMBILICAL DOORS

AFT ATTACH POINTSEPARATION SYSTEM


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The Nose Boom Air Data System, which will be installed only on OV-101, con-sists of a nose-mounted boom/probe, a dedicated air data computer, anddedicated instruments for crew display. This air data system will provide inputsto the Backup Flight Control System.Three Tactical Air Navigation (TACAN) Units will be installed to provide bearingand slant range data from the vehicle to the TACAN ground stations. For ALT,TACAN data will be available during mated and free flights.Three Microwave Scanning Beam Landing System (MSBLS) Units will be installedto provide elevation, azimuth, and range data relative to MSBLS ground stationsat the runway. These data will be available from the approach and landinginterface point through rollout.Two Radar Altimeters will provide accurate altitude information. These datawill be provided for crew display from 5000 feet to touchdown. During thefinal landing phase (400 feet to touchdown), radar altimeter data are incorporatedinto thck onboard determined navigation state.The Backup Flight Control System (BFCS), as configured for ALT, uti lizes asingle string of specified control components from the Primary Flight ControlSystem (PFCS) in conjunction with its own General Purpose Computer. Engagementof the BFCS disables the PFCS and prohibits return to the PFCS on a given flight.The BFCS utilizes a Control Stick Steering flight control mode.

Five General Purpose Computers (GPC) are installed in OV-101 to provide guidance,navigation, and control; avionic sensor maintenance; subsystem monitoring; andcrew displays. Four GPCs operate simultaneously to provide redundancy to thePFCS. The fifth GPC, although active, has no control responsibilities unless the


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. Provisions will be made to obtain Gross Weight/Center of Gravity combinationsspecified by the flight test requirements by the use of appropriate ballastingtechniques.

. Two zero-zero ejection seats will be provided for OV-101. They will ejectupward, and require special overhead blowout panels above the commander andthe pilot.


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ALT MANAGEMENT

The Space Shuttle Program Director at NASA Headquarters is responsible to theAssociate Administrator for Space Flight for overall management of the Space ShuttleProgram. Responsibility as the lead Center for the program is assigned to theJohnson Space Center (JSC). In this role, JSC will be responsible for the overallmanagement of the ALT Program. The manned active Orbiter portion of the programwill be controlled by JSC, the SCA and unmanned Orbiter portion of the project bythe Dryden Flight Research Center (DFRC), and the Orbiter ground operations by theKennedy Space Center (KSC). DFRC, and the Air Force Flight Test Center will pro-vide test and base support and advisers as required.The ALT elements will be under the overall direction of the Orbiter Approach andLanding Test Office of the JSC Space Shuttle Program Office. The ALT on-siteorganizational structure consists of an ALT Site Manager supported by an ActiveOrbiter Flight Team, SCA Team, Test Evaluation Team, and a Ground OperationsTeam. The Ground Operations Team is responsible to manage, monitor, and approvethe ground turnaround activities of the Rockwell International Space Division andother on-site KSC contractors. A chart of the ALT on-site organizational structureis shown in Figure 6.


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ALT MANAGEMENT RELATIONSHIPS

I AA/OSF I

I JSC ISPACE SHUTTLE

PROGRAM MANAGER

I MANAGER FORAPPROACH AND LANDI NG TESTr FLIGHT CREWS

ALT MANAGEMENT CHASE & TRAI NI NG A/COPERATIONS OFFICE CREW INTEGRATION

FLI GHT DATA FILE

SAFETY, RELIABILITY SCA PROJECT OFFICEQUALITY OFFICE REP.


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ALT FLIGHT CONTROL-

A DFRC flight team at DFRC will control SCA and unmanned Orbiter operations. AJSC flight team in the Mission Control Center-Houston (MCC-H) will control themanned Orbiter tests.All Orbiter and selected wideband data will be transmitted to an S-band ground stationat EAFB, The SCA data will be transmitted to an L-Band station at EAFB. SelectedOrbiter operational and development flight instrumentation and carrier data will besent to JSC for real time display in the MCC-H. Orbiter, SCA and chase aircraftvoice communications and ground radar data will be sent in real time from DFRC tothe MCC-H. Onboard recorded data will be sent to JSC for processing and analyis.Real-time data monitoring will bo limited to safety of flight and test objective veri-fication ikms only, and real-tim,? flight test plan changes will be constrained to theselection of preplanned alternate missions.


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ALT SUPPORTFACILITIESThe Orbiter, SCA and selected NASA support aircraft will be maintained and operatedat EAFB; therefore, a hangar facility, a mate/demote device (MDD) to enableOrbiter/SCA mating, servicing and checkout, and a connecting tow way to existingEAFB taxi ramps have been provided. The MDD, illustrated in Figures 7 and 8, is astructural steel, gantry -type, cantileveredstructure ppproximately 100 feet (30.5m)high, with a hoisting device capable of lifting approximately 225,000 pounds(102,058 kg). G round turnabout test and checkout operations will be conducted atDFRC using the Acceptance Checkout Equipment (ACE) facility at Palmdale. AnACE data link and communications between Palmdale and DFRC have been provided.COMMUNICATIONS AND TRACKING LINKSFigure 9 depicts the voice communications, telemetry, and tracking links betweenthe test site and the airborne vehicles. Also shown is the data flow from the testsite to the MCC-H. A brief description of the communications and tracking linksfollows:. Ground-based UHF transcei\lers will be used at the test site to conduct air-to-ground communications with the Orbiter, SCA, and chase aircraft.. For telemetry data support, an S-band ground station at EAFB will receive and

record the Orbiter 128 kbps Ol/DFI and wideband data downlink, and an L-Bandground station will receive and record the SCA downlink.

. C-Band radar facilities will provide and record range, azimuth, and elevationdata for the Orbiter during test operations and for the Shuttle Training Aircraft


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ORBITER/SCA MATE/DEMATE DEVICE


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LuZ

F

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COMMUMCATIONS AND TRACKING LINKSTEST SITE I JSC

1I

I

HD&E

i

ICE COORD I/ r ^i,, DATy ]

+ttt+t,1 RADAR DA ADFRC OPS ORB OI/DFI & LIMITED SCA DATA Iff A/G VOICE ISUPPORT FACILITY ALT A/G VOICE VOICE * FOHRt I, OPERATIONS 44 NASCOM c ROOM COORDTERHI NAL

(BLDG. 4800) I -,+ LONG RANGE VIDEt

I A .

NOTES :I. A/G=Ai r-to-Ground2. This diagram depicts the post-

separation configuration. Theonly differences for presepa-ration are intercom for Orbiter/SCA voice, relay through SCA UHF(Frequency C) for Orbiter/ground voice, and reradiation ofOrbiter S-band TM from SCA.

3. No postseparation link is shownfor UHF C because it is usedpreseparation only.

4. The only voice loops show n arethose between major elements.

NC-H

VOICE COORD

,


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ALT TELEVISION SYSTEM CONFIGURATICN

Microwave antenna

!iir=20' triplex^_A.^__^ -.,-+A..-

n-.a.s

TV

/ 1H L-band/ i /-transnitter

/ /'/ 0

TV camera A/

Microwave -\van receiver

1

:r\ I upEIcal trackt\ \ long range /\

TV

I I I swidher~ 1 lli HeIicoDtertw

DFRCdistribution I1

DFRC/

JSC distributiond4{-1 T

TV mobile vanRunway area

Existing TV hard lines

I JSC I,To TV networks .


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CRASH AND RESCUE SUPPORT

EAFB crash-fire-rescue equipment and personnel, trained and certified in firesuppression and rescue techniques applicable to the SCA and Orbiter, will bepositioned at alert stations adjacent to runway operations for all landings andtakeoffs. Medical support includes paramedical personnel and medevac aircraftand vehicles. Two EAFB helicopters with paramedic personnel will be dedicatedto rescue support during the manned Orbiter portions of ALT.


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APPENDIXFLIGHT DESCRIPTIONS

This appendix contains summary descriptions of each of the planned ALT Programflights. In addition, a flight profile is included for each of the planned Orbiterfree flights.


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CAPTIVE INERT FLIGHT 1CONFIGURATION

SCA: Taxi Weight 435,000 poundsOrbiter: Weight 150,000 pounds

SUMMARYAs this will be the first flight of the mated vehicles, the testing will be planned toobtain a broad evaluation of the low speed performance and handling qualities and,at the same time, provide a functional check of the airborne data and airplanesystems, In addition, there will be time devoted to an initial check calibration ofthe airspeed system with that of a pacer airplane. The primary test altitude will be16,000 feet, and the maximum speed will be 250 knots calibrated airspeed (KCAS).Following the takeoff, a climb will be performed to the test altitude of 16,000 feet.At the test altitude, the airspeed system calibration check will be conducted atspeeds of 250, 225, 200, 175, and 145 KCAS. At each speed, a series o f controlinputs will be made to check the flutter response. This test sequence will then befollowed by a set of stability and control maneuvers performed at indicated airspeedsof 250 and 200 KCAS at 16,000 feet and 170, 160, and 145 KCAS at 10,000 feet,These maneuvers are designed to evaluate the static and dynamic longitudinal andlateral directional stability with the yaw damper on/off and flap position consistentwith the airspeed requirem ents. At the conclusion of the stability and control test,the airplane will descend to an altitude of 7500 feet where a simulated landingapproach will be performed to an altitude of 5000 feet. At 5000 feet, a preliminaryevaluation will be made of the directional control behavior associa ted with a simulated


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SUMMARYThis flight will be devoted primarily to expanding the flutter free envelope to theM~0.7 boundary at the pressure altitude of 24,000 feet with interim evaluations ofthe stability and control characteristics and the completion of the airspeed systemscalibration. In conjunction with these tests, performance and structural loads willbe monitored and assessed. After takeoff, a climb will be initiated at cm airspeedof 235 KCAS to a test altitude of 24,000 feet. At the test altitude, an airspeedsystem check will be made in the Mach number range from 0.56 to 0.70 at intervalsofAM=0.02. In this series, discrete test points will be selected to check the influenceof the autopilot on the structural response. Simultaneously, airspeed checks will bemade at the Mach numbers of 0.56, 0.60, 0.64, 0.68, and 0.70. To attain speedsabove 0.64, it may be necessary to trade altitude for airspeed. In these cases, theairplane will climb to an altitude of approximately 26,000 feet, push over, obtainthe desired speed at an altitude of 24,000 feet, and level off for the test sequence.In addition to the above, the flight plan is arranged to perform stability and controlmaneuvers at the Mach numbers of 0.48, 0.59, and 0.64 after the flutter clearancehas been established and while the next higher increment in Mach number is beinganalyzed for flutter clearance in the ground station.


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SCA: Taxi Weight 480 ,000 poundsOrbiter: Weight 150,000 pounds

SUMMARYThe primary objective of this flight, will be to complete the basic flutter andstability testing within the design envelope. In addition, the minimum flying speedwill be explored for heavy and light gross weight conditions at several flap settings.Also, the three engine climb performance will be checked after takeoff and thedirectional control will be evaluated with a simulated critical engine out. As onthe previous flights structural loads will be monitored and analyzed for all stabilitytesting.After takeoff at cm altitude of approximately 500 feet the number 4 engine will bereduced to idle and the climb continued to a target altitude of 16,000 feet. At themaximum altitude attainable (R/C = 200 fpm), climb power will be re-established onnumber 4 engine, and the climb will be continued to 16,000 feet. At an altitude of16,000 feet and an airspeed of 200 KCAS, tests will be conducted to evaluate theminimum flight speed with flap settings of loo, 20, and 300. Following these tests,the flutter envelope will be explored between a Mach number of 0.50 to 0.62(Vi=312 KCAS). As on the previous flight, discrete speeds will be selected to checkthe effects of the autopilot operation on the structural response to rapid control inputs.In addition, stability and control maneuvers will be performed at Mach numbers of0.51, and 0.59. Upon completion of these tests, the airplane will climb a t an


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CAPTIVE INERT FLIGHT 4

CONFIGURATIONSCA: Taxi Weight 480,000 poundsOrbiter: Weight 150,000 pounds

SUMMARYThis flight will consist of investigating marginal operational characteristics withsimulated engine-out conditions for the ALT configurations and evaluating configura-tion variables, dictated by the characteristics.The first time assessment will be mode of the performance with special thrust ratingon the engines and the related climb performance. In addition, the rapid descentperformance will be evaluated.After the takeoff, a climb will be initiated to Q pressure altitude of 10,000 feet. At10,000 feet, the minimum acceptabk! flying speed with 10 degrees of flops will beevaluated. The altitude will then be reduced to on altitude of 5000 feet, and thistest will be repeated along with tests to evaluate minimum control speed undersimulated static and dynamic conditions. Following this test series, a climb will beperformed to on altitude of 24,000 feet. At 24,000 feet, the special thrust ratingwill be evaluated during a climb to establish the service ceiling (R/C = 200/fpm ort=lO min. thrust applications). Subsequently, the airplane will re-establish the testaltitude of 24,000 feet, and on investigation of the buffet level and stabilitycharacteristics at various spoiler deflections will be mode to Q maximum indicatedairspeed of 270 KCAS (Mi 0.64). B ge inning at on indicated airspeed of 240 KCAS


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CAPTIVE INERT FLIGHTS 5 AND 6CONFIGURATION


SUMMARYThese two flights, for the most port, will be similar in that the primary purpose will beto evaluate the performance and procedures associated with the two launch attemptALT missions. The majo r difference will be that each launch maneuver will be initiatedat Q different airspeed to evaluate the separation criteria for o range of conditions.After takeoff, a climb schedule with on indicated airspeed of 235 KCAS will be per-formed to Q pressure altitude of approximately 25,000 feet. At this altitude, the airplanewill establish on indicated Mach number of 0.48. At this speed, the special ratedthrust will be applied and a climb initiated to the maximum altitude attainable (R/C=2OO[fpm)without exceeding the 10 minutes of special thrust application. At the maximumaltitude, Q gradual pushover will be performed to accelerate to on indicated airspeedof 255 KCAS. The SCA will then be configured to meet the ALT launch requirementsrelative to spoiler and thrust settings. When the simulated launch sequence is completed,on abort maneuver wi II be performed. Following the abort, the airplane will establishQ 15 minute cruise at on indicated airspeed of 250 KCAS and on altitude of 15,000 feet.At the conclusion of the 15 minutes, a 235 KCAS climb will be performed to on altitudeof 25,000 feet. At this altitude, the climb with the special rated thrust will be per-formed; and on the second launch attempt, the target launch airspeed will be 265 KCAS.


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CAPTIVE ACTIVE FLIGHT 1CONFIGURATION

150,000 pounds - 64.5% cg - tailcone onSUMMARYThe first Orbiter/SCA mated captive flight is dedicated to the verification of theseparation conditions and tolerances, avionics systems checks, mated climb performance,and procedures development. After takeoff, the SCA will climb to 25,000 feet and flythree circuits around Q racetrack trajectory approximately 55 NM by 15 NM. Theinbound leg will be aligned with runway 17L and positioned to intercept the autoguidance localizer for the third circuit.The Orbiter crew will perform the normal operational checks and system operationsfunctions from pref I ight through powerdown. However, during the climbout and thethird racetrack circuit, specific systems checks will be performed. These include FCSmode switching and verification tests and redundancy management tests.On the first and second inbound legs, Q pushover and separation trajectory will be flownto collect separation performance data. However, special rated thrust is not requiredbecause the intermediate (loiter) altitude is sufficient for these tests. The firstdescent will start from approximately 25,000 feet and end 60-80 seconds later at18,000 feet. After SCA pull-up, the second descent will occur in approximately20 minutes.During the initial climb, the Orbiter elevon will be set to the nominal value for climb;


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The second descent will be executed similarly except the glide airspeed will be260 KEAS.During the third inbound leg, the SCA will establish a glide slope and ground trackthat will fly through the TAEM trajectory. The Orbiter crew will call the TAEM majormode in the GPC and monitor the auto guidance behavior with TACAN updating thenavigation state.After the TAEM fly-through, the SCA will establish Q normal approach to landing.


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150,000 pounds - 64.5% cg - tailcone onSUMMARYThis flight is dedicated to the verification of the separation conditions and tolerances,avionics systems checks, mated climb performance, and further procedures development.The SCA will fly three circuits of the racetrack trajectory as Flight 1 with two descentsto col let t separation performance data.Special rated thrust is not required because the intermediate Orbiter altitude is sufficientfor these tests. The first descent will start from approximately 25,000 feet and end60-80 seconds later at 10,000 feet. After SCA pull-up, the second descent will occurin approximately 20 minutes.During the initial climb, the Orbiter elevon will be set to the nominal value for climb;however, during the second climb, the elevon will be set to the nominal minus lo tocollect climb performance data.In addition to the normal Orbiter checks, the Orbiter crew will perfo rm avionicsredundancy management tests during this flight.When in position, the SCA will pitch over and establish equilibrium glide conditions(250 KEAS, spoiler deployed, engines at idle). During the equilibrium glide thefollowing test sequence will be performed:


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During the third inbound leg, the SCA will establish a glide slope and ground trackthat will fly through the Approach and Landing (A/L) trajectory. The Orbiter crewwill call the A/L major mode and monitor the auto guidance behavior with MSBLSupdating the navigation state.After the autoland fly-through, the SCA will establish a normal approach to landing.


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CAPTIVE ACTIVE FLIGHTS 3, 4, 5CONFIGURATION

150,000 pounds - 64.5% cg - tailcone onSUMMARYThese flights ore dedicated to the.refinement and demonstration of separation procedures,separation abort techniques, exact separation profile, repeatability of the separationprofile, ground vectoring techniques, chose aircraft operations, and performance ofthe remaining avionics tests.The SCA will fly CI racetrack exactly like that of the first free flight mission. Specialrated thrust will be employed to attain the altitude for separation sequence initiation.Both the SCA and Orbiter crews will go through the preseparotion procedures includingground vectoring and navigation updates. All procedures and mctneuvers will be per-formed according to the nominal plans. After the separation profile is flown, the SC,4will execute a separation abort sequence and go around far a second separation profiledemonstration exactly like the first. After the second separation abort sequence, theSCA will establish Q normal approach to landing.The TACAN range tests will be performed on Flights 3 and 4, and mated Programm ed TestInputs will be performed during Flight 3. On Flight 5, the Orbiter landing gear will bedeployed during SCA rol lout after touchdown.


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150,000 pound - 65% cg - tailcone offSUMMARYThis flight will be conducted after the fifth tailcone on free flight. The purpose of thisflight is to demonstrate the separation performance and mated flight worthiness withthe Orbiter tailcone off configuration. The Orbiter elevon settings (needed for separo-tion and climb performance) will be analytically derived by extrapolating the tailconeon data prior to this flight.The SCA will fl y o racetrack trajectory approximately 50 NM X 23 NM which will beexactly like that of the first tailcone off free flight. Special rated thrust of the SCAengines will be used to attain the altitude for separation sequence initiation (23,000feet MSL).After SCA takeoff , the Orbiter body flop may be moved from the best preflight pre-dicted position as required to improve inflight conditions. During the initial climb out,particular ottention will be focused on the buffet and other flight worthiness conditionsof the mated configuration. The remainder of the flight will be dedicated to thedemonstration of the separation procedures, separation abort techniques, exact separationprofile, and repeatability of the separation profile.The Orbiter and SCA crews will go through the preseparation procedures includingground vectoring and navigation updates. All procedures and maneuvers will beperformed according to the nominal plans. After the separation profile is flown, the


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FREE FLlG HT 1CONFIGURATION

150,000 pounds - 64.5% cg - tailcone on - CSS PCS modeSUMMARYAfter separation, the Orbiter will accelerate to 270 KEAS (pitch = -loo). At 270 KEAS,the crew will initiate CI practice flare and simulated landing (18,000 ft. AGL).During the deceleration of the flare, the altitude rote will be held to essentially zerowhile the crew evaluates the handling qualities. At 185 KEAS and on alpha approximatelythat of landing (1 lo), the Orbiter will pitchdown to -60 and roll left 30:After turning to base leg, the Orbiter will roll to wings level and continue toaccelerate to 270 KEAS. At 265 KEAS, a pitchup to -2O will be initiated and equi-librium glide conditions at 270 KEAS will be established and maintained. A 300 bankedturn to final will be performed to line up with the lake bed runway.At approximately 900 feet AGL, the preflare maneuver will be initiated. At 250 KEAS,the landing gear will be deployed and touchdown will occur about 20 seconds later.Gentle braking will be applied between 100 KEAS and 80 KEAS. At 50 KEAS nosewheelsteering will be engaged and the Orbiter will be allowed to roll unbraked to a stop.


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ALT FREE FLIGHT 1ITEM TIN MT (Ma) MAS 0 0 ACTION

1 0:oo ??loo 260 10 .s SEP; d * Z"/YC. 3 SEC; r! * 0.2 YC

4 2 0:05 21900 250 1 6.5 mLL R16H1 * 70';= 0 -l'/sK=AT 6 - -V ROLL , * 0; ClWIIWE. -ljiEL= TO -104.1 =3 0:lB 204al 270 6 -10 AT AS = 270 INITIATI FMCTICE FLAREB . 2'/SEC; WNTIWE FLARL 70 tOLD -ia = 0. AS - 185 I4 1:25 17900 185 I1 11 AT AS - 185 ROLL LEFT m * - M';6 = -l"/sEC IO ,' - -6'5 2:15 l2aBl 240 e -6 AT I * 265" ROLL TO , = 06 2:35 1OOCUl 265 6 -6 AT AS . 265 5; = I'/YC TO

4, = -2 TO NW AS = 2701 2:45 9300 270 5 -2 ROLL LtFT TO a = 30' TO LINE UP I%FiuNuAv * = 175"

e 3:35 6lm 270 5 -2 TURN cOWLETE MILD& = 2709 4:55 9al 270 5 -2 INITIATE PREFLARE

10 *!I:10 350 293 6 4 AT AS = 250. DEPLOY GEAR11 5:30 0 175 11 11 T.D. AS c 220; ti .12 5:43 0 ,@J __ -_ AT AS * 100. GENTLE BRAK1M.i mAS = 8013 6:OO 0 50 _- -- AT AS = 50, EWW lllS

AL1 UCLIOK1000)

WT= 150,000cc=64.57~(1070.24)

0 1 2 3 4 5 6

I 1 1 1 I I012345

Y MI

-8 .O N. MI.

P

L- _- - - _ - =t 7N.M.


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FREE FLIGHT 2CONFIGURATION

150,000 pounds - 64.5% cg - tailcone on - CSS FCS modeSUMMARYAfter separation, the Orbiter will accelerate to 295 KEAS (pitch = -loo). At 295 KEASthe Orbiter will pitch up to -3O to establish equilibrium glide conditions at 300 KEAS.Programmed test inputs (PTIS) and aerodynamic stick inputs (ASI) will be performedduring this glide (35 seconds).The Orbiter will pitch up to 3O and a roll left to a bank of 55O will be initiated. Duringthe turn, a load factor of 1.89 will be maintained (note: the load factor will bereleased if alpha > 13O).After 135O of turn, the Orbiter will roll wings level and the airspeed will be reduced to200 KEAS. At 200 KEAS, a pitch to 20 will be performed to maintain 200 KEAS for theexecution of both PTIS and ASI. After the ASI, a roll left to 300 and a pitch down to-9O will be performed. The 30 banked turn will be controlled to line up on the runway.At 260 KEAS, the speed brakes will be deployed to 50 percent and a pitch up to -70will be performed. The resulting equilibrium glide conditions of 270 KEAS and -12Oflight path angle will normally be maintained to 2000 ft AGL. However, the speedbrakes may be modulated to control the touch down point. Also during this period ASIs will be made.At 2000 ft AGL, the speed brakes will be retracted. The preflare maneuver will be


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ALT FREE FLIGHT 2ITEN 11s MT (ML) IEn5 Q 0 ACTION

1 0:al 221M 260 10 .s FP; b = Z'/SEC, 3 SEC;: = 0. 2 SEC2 0:os 21900 250 7 6.5 ROLL RIGHT 4 = 20"; 6 = -l"/sECAT e = -5" llDLL , = 0; CONTINUE6 = -1"ISEC TO o = -103 0:33 16zm 295 5 -10 Q * 2'/SEC TO 0 = -3O TO M)LOAS = 3004 0:35 176Do 300 5 -3 PTIS; STICK INPUTS (TOTAA 35 SEC)5 1:lO 13600 300 5 -3 b = lo/SEC TO CI = 3; ROLL LEFT 55';HOLD Nz = 1.89 ((1 < 13") TURN TO

* = 220"6 1:M 12400 230 9 10 * = 0; B = -la/SEC TO o = 2 ML0ns = 2007 2:05 12200 200 9 2 PTIS; STICK INPUTS (35 SEC)B 2:40 10300 2w 9 2 ROLL LEFT , = 30"; B = -lo/SECTO tr = -9' TURN TO $ 175'9 3:2B 5500 260 5 -9 5, = lo/SEC TO o = -7"; SB = 50%HOLD AS = 270; STICK INWTS (15 SEC)

10 4:OB 2m 270 5 -7 SB*011 4~20 9al 270 5 -7 INITIATE F'REFLARE12 4:35 350 250 6 4 AT AS = 250. DEPLOYGEAR13 4:55 0 175 11 11 T.D. AS < 220; 6 < 10 fps14 5:lO 0 9) -- -- AT AS * 90,ENGAGE WS15 5:25 0 60 -- -- LOU TO MODERATEBRAKING AS REQUIREDMIEN AS < 60

1.86 TURN

/ -\ tAFf3:

\ \ VOR4:oo \ \ I,S8=0;

WT = 150,000CC= 64.4%(1070.24)

01201 SEPI I I I 112 3 4 5

N. MI.

/

-5.5 N.Ml.-2.5N. MI.


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150,000 pounds - 66.5% cg - tailcone on - CSS FCS modeSUMMARYAfter separation, the Orbiter will acce lerate to 295 KEAS (pitch = -loo). The bodyflap will be lowered to O, and at 295 KEAS the Orbiter will pitch up to -3O toestablish equilibrium glide conditions at 300 KEAS. Programmed test inputs (PTIS) andaerodynamic stick inputs (ASI) will be performed during this gjide (35 seconds).The Orbiter will pitch up to 3 and a roll left to a bank of 55O will be initiated.During the turn, a load factor of 1.89 will be maintained (note: the load factor willbe released if alpha L 13O).

After 135 of turn, the Orbiter will roll wings level and the airspeed will be reducedto 200 KEAS. At 200 KEAS, a pitch to 2O will be performed to maintain 200 KEASfor the execution of both PTIS and ASI. After the ASI, a roll left to 30 and a pitchdown to -9 will be performed. The 30 banked turn will be controlled to line up onthe runway.At 260 KEAS, the speed brakes will be deployed to 40 percent and a pitch up to -70will be performed. The resulting equilibrium glide conditions of 270 KEAS and -12Oflight path angle will normally be maintained to 2000 ft AGL. However, the speedbrakes may be modulated to control the touch down point. Also during this period ASIswill be made.


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ITEM TM MT (k&l Ia5 a 0 MTIOII 1 ALT FREE FLIGHT 31 0:oo 22100 260 10 .5 SEP; d - 2'lSEC. 3 SEC;4=0,2sEC2 0:05 21900 250 7 6.5 ROLL 4 MO;RIM - B = -lo/SECAT e = -5' ROLL + = 0; tollT1MlE6 = -I./SEC TO e = -10'; IF = 03 0:33 17700 295 5 -10 4 - 2'SEC TO u = -3 TOHOLD AS = 3004 0:35 17000 300 5 -3 PTIS; STICK IWWTS (TOTAL 35 SEC)5 1:lO 13100 3a.l5 -3 B = lo/SEC TO u = 3; RO LL LEFT 55";

I tKL0 N, = 1.89 ( 0. -z 13') TURN TO* - 220"6 1:50 lOW0 230 9 10 *=0;4- -l"/SEC TO i, = 2H&D AS = 200 I7 2:os 10700 200 9 2 PITS; STICK IllPUTS (35 SEC) I

2:40 R5On 200 9 2 ROLL LEFT + = 30"; t = -lo/SEC TOo = -9' TURN TO + = 175 I9 3:14 4600 260 5 -9 6 = TO o = SBlo/SEC -7'; = 40% HOLDAS = 270; STICK INPUTS (15 SEC),

10 3:3B 2oOa 270 5 -7 SB+0; BF+ -11.711 3:50 !m 270 5 -7 INITIATE PREFLARE12 4:05 350 250 6 4 AT AS - 250. DEPLOY GEAR13 4:25 0 175 11 11 T. 0. AS c 229; ti < 10 fps14 4:35 0 115 -- -- AT AS - 115 ENGAGE WS15 4:55 MUlERATE TO HARD BREAKIMG AS REQUIRED

WEN AS c 60

3:oo

I 1 1 Ja12 3 4 5N. MI.

WT=150,003CC = 66.57. (1096.05)

-5.2N. MI. -es9 N. M,-a--- T -


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150,000 pounds - 64.5% cg - tailcone on - CSS and Auto FCS modesSUMMARYAfter separation the Orbiter will pitch down to -5O. After 20 seconds, a 30 bankedturn will be executed for a heading change of 180, during which the Orbiter will beaccelerated to 270 KEAS. The crew will manually fly the Orbiter following theguidance error needles and speedbrake commands. When the guidance needles arecentered, the auto guidance, including auto speed brakes, will be engaged andmonitored. The auto guidance may not be engaged until the heading error is less than45O. Prior to preflore, the auto guidance will be disengaged and the final approachto the lake bed will be controlled manuafly.

At 2000 ft AGL, the speed brakes will be retracted and the preflare maneuver will beinitiated about 900 ft AGL. At 250 KEAS, the landing gear will be deployed andtouchdown will occur about 20 seconds later.With nosewheel steering disengaged, steering will be accomplished with differentialbraking. Heading changes of 2 6 will also be performed using differential braking.


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ALT FREE FLIGHT 4ITEH TM MT(A6L) KEAS o e ACTIOR

1 0:ao 22100 26D 10 .5 SEP; TV- Z'/SEC, 3 SEC;b - 0. 2 SEC2 0:05 21900 2M 7 6.5 RQLL *RIGHT + - 20"; e - -l"/SECTO 8 - O*. ROLL * - 0.3 0:30 20100 2% 7 0 ROLL LEFT + - 3D';HDLO AS - 25D

1600D 250 7 0 STEER VEHICLE TO LINE UP Ow LOCALIZER(* - 175) AN0 GLIDE-SLOPE (e - -5)WEW + c 225 FLY WIDAHCE ERRORNEEDLES AM SPEEDBRAKECDMANDS5 2:2D 12100 25D 7 -5 UiEN THE WIDANCE NEERES ARECENTEREDENGAGEAUTO FCS AND SB6 2:42 1CKKXJ 270 6 -5 MMITDR WTO GUIDARCE'AND DISERGAGEARDENGAGE

I 7 3:5B 20DD 270 6 -5 FCS+CSS; Se-0B 4:lO DOD 270 6 -5 INITIATE PREFLARE9 4~25 350 250 6 5 AT AS 250. DEPLOY- GEAR

10 4:45 0 175 11 11 T.D. AS < 220; h < 10 fps11 5:20 0 50 -- -- AT AS .z 50. HAKE 6 READING CHANGESWITH DIFFERENTIAL BRAKING

ALT (AGL)(X1000)

0 1 2 3 4 5TIME (MIN)

. FREE FL1

CHECK II JTO FCS-TiANSlENTS

SEP

l EAFBVOR

0 12 3 4 5

WT= 150,000cG=64.5'/. (1070.24)DF = - 11.7 ENTIRE FLIGHTAUTO GUIDANCE GS = -120

N. MI.

ICT.9IMI.--------


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FREE FLIGHT 5

CONFIGURATION150,000 pounds - 64.5% cg - tailcone on - CSS FCS mode

SUMMARYAfter separation the Orbiter will accelerate to 270 KEAS (pitch = -loo). Whenestablished at equilibrium glide conditions for 270 KEAS (pitch = -2O) and at theproper position/energy relationship, a 30 banked left turn R the base leg will beperformed.While on base leg, the speed brakes will be deployed to 40 percent to provide rangemodulation for a precision landing on the concrete runway. A 30 banked turn to thefinal approach leg wi II be performed to line up on the concrete runway.The speed brakes will be modulated by the crew to control the landing point. At 2000 ftAGL, the speed brakes will be retracted; and about 900 ft AGL the preflare maneuverwill be initiated. At 250 KEAS, the.landing gear will be deployed and touch downwill occur about 20 seconds later.Three seconds after nose wheel touch down hard braking will be applied for 5 seconds.The brakes will be released for at least 5 seconds and hard braking will be applied for5 seconds. Again the brakes will be released for at least 5 seconds after which brakingwill be applied as needed to control the rollout. Nose wheel steering will be engagedat 110 KEAS.


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0R..w

0,m..0

Page44


50/55


150,000 pounds - 65% cg - tailcone off - CSS FCS modeSUMMARYAfter separation, the Orbiter will pitch down to -22O and accelerate to 255 KEAS.At 255 KEAS the crew will initiate a practice flare and simulated landing. Duringthe deceleration of the flare, the altitude rate will be held to essentially zero whilethe crew evaluates the handling qualities. At 185 KEAS and an alpha approximatelythat of landing (about lI), the Orbiter will pitch down to -22 and accelerate to285 KEAS. At 285 KEAS, the crew will pitch up to -170 and establish equilibriumglide conditions at 290 KEAS. At 250 KEAS, the landing gear will be deployed andtouch down will occur 20 seconds later.


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ALT FREE FLIGHT 6ITEM Tllw NT(m) KEAS o 0 llcTlDR

I 0:oo 17200 260 10 .5 SEP; 6 = Z"/SEC. 3 SEC;6=0.25ECbI 2 0:os 17000 244 8 6.5 RmL RIWT * = 20"; h = -2*/SEcAT o = -5" ROLL + = 0; CORTMUE13 = -2*/S&C TO o = - 22" I3 0:23 14300 255 5 -22 AT AS = 255 INITIATE PRMTICEFLARE 6 = 2"/U C,CORTI?UEFLARE TO NIL0 Ii = 0; AS - 1854 0:s 122al 180 11 11 AT AS = 185; 6 = -2'/SEC TOu = -22"5 1:40 46DD 285 4 -22 AT AS = 285 t, = lo/SEC TOo = -17 ' TO HOLD AS = 290

1 6 1:52 Moo 290 4 -17 IRITIATE PREFLARE6 = 2'/SEC 17 2:07 350 25D 6 3 AT AS l 250 DEPLOY6EAR8 2~27 0 175 11 11 T.D. AS < 220; Ii ( 10 fps9 2:30 0 160 -- -- BRAKE AS REWIRED

AL1 ML)alooo)25

20C115

10

5

0

SEP1P0t 03 STARTPRACTICE

1 2 3TIME WIN)

WT = 150,000cc = 65% (1076.7)TAILCONE OFF

-10.4 N.Ml.


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150,000 pounds - 65% cg - tailcone off - CSS FCS modeSUMMARYAfter separation, the Orbiter will pitch down to -22O and accelerate to 285 KEAS.At 285 KEAS, the speed brakes will be deployed to 450. The crew will manually flythe Orbiter following the ADI auto-guidance needles including speed brake commands.Prior to preflare, the speed brakes wil I be retracted. At 2000 ft AGL, the preflaremaneuver will be initiated and the landing gear will be deployed at 250 KEAS.Touchdown will occur about 20 seconds after the gear is deployed.


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ACT FREE FLIGHT 7ITEM TM lllT f&t) CfM u R IIcl!oR

1 0:w 17200 260 10 .5 ;EP;O4 2;;ac. 3 SEC;= ;.2 oios 17ooo 244 7 6.5 mu RIM t = 2o"; 4 - -2=/mAT e = -5' ROLL + = 0; COWTIRUE4 = -2*/SEC TO e - -2 2.3 0:18 15500 23B 5 -22 4 = 0; ACCELERATETO 290. FLYWIDAJICE ERRORREEWES TO LINEUP Cm LOCALILER (t - 175) AR06LNJE5LCK'E (Q = -20.5)4 0:38 10400 290 4 -20.5 FLY l!OAMCE ERRORREENES AR0S8 BRAR WUARDS u 35%5 !:I0 3100 2Bo 4 -20.5 ir-a6 1:!5 mnl 2BO 4 -20.5 IRITIATE P!!EF!mARE6 = Z"/SEC7 1:30 500 250 6 3 AT AS = 250. DEPLOYGEM8 I:52 0 175 11 11 TD AS g 220; h c 10 3s9 1:55 0 l#I -- -- BRAKE AS REWIRED

ALT (ACUor1000)

1 SEP @f 02

US- 58 -/// .EAF8I VOR

NEEDLE TRACKING

WT= 150,000CC = 657: (1076.7)

-..*I-8.5 N.Ml.--


54/55


150,000 pounds - 65% cg - tailcone off - CSS and Auto FCS modesSUMMARYAfter separation, the Orbiter will pitch down to -22and accelerate to 285 KEAS.At 285 KEAS, the speed brakes will be deployed to 450. The crew will manually flythe Orbiter, following the ADI auto-guidance needles. When the needles are centered,the auto guidance - including auto speed brakes - will be engaged and monitored.The auto guidance will be disengaged and engaged at altitude to determine anyswitching transients. The auto guidance will then be allowed to control the flightto tout hdown .


55/55

ALT FREE FLIGHT 8

L

inn TINE KT (ML) MAS D 0 MTIOW 11 0:oo 172ul 260 10 .s SEP; 6 = 2-=lSEC. 3 SEC;ti=O.ZsEC I-~~2 0:05 17mo 250 7 6.5 ROLL RIGHT * - 20; B = to/SECAT e = -50 RaL * = 0: aIRTImE..~B = -2oJSiC iii-o= -ii3 0:lO 15500 2s 5 -22 t3 = 0; XCELEMTE TO 290. FLYBUlWltE ERRORWEEWESTO LIMEUgP,N&$LfE bo=6{75) MDb 0:3B 104OD 290 4 -20.5 fLY BUIDAMZE ERRORNEEOLESAKISB BRAKEcllm4NDs - 3%5 0:44 9ooo 230 I -20.4 WEMTHE QJIMNCE )(EEOLESARECENTERED. ENGABEAUTO fCS(WICM INCLUDES AUTO SB)6 1:OO 5300 290 I -20.4 CWWX fCS TO CSS Ml BACK TOAUTO (SET MAR 58 TO WIED PRIOR

TO SUITCHIffi FCS MNJES)7 1:lO 3100 290 4 -2u.4 Il)NlTOR &JUT0SB RETRACTIORB 1:15 2am 290 I -20.1 rMIIToR PREfURE9 1:3ll 500. 260 6 3 DEPLOl 6EAR ON MAR DEPLOYLITEOR 250 KEAS

10 1:52 0 175 11 11 m11oR To11 1:55 0 l#jfj -- -- BRAKI M'REQJIREO

25

2t 115

ALT (AGLIUlOOO) 10

r

I1 1 3

l EAFBVOR

I I 1 1 I I0 12 3 4 5N. MI.

WT =150,000CC= bSf.(1076.7)MI.

Documents

Space Shuttle Orbiter Approach and Landing Test (ALT) Program Pre-ALT Report