---------=--,fEDERAL AViATION ADMiN:3TRATlUN'

----I

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A1LAN11C CIIY INn !<iHfUk l til 08~05

Flight 015--CID Mission:Full-Scale Transport· ControlledImpact Demonstration Program

... ..,.•..•APR 29 Recl:~

January 1988

DOT/FAA/CT-TN87/53

Document is on file at the Technical CenterLibrary, Atlantic City International Airport, N.J. 08405

US. Department Of Transportation

Federal Aviation Administration

Technical CenterAtlantic City International Airport, N.J. 08405

••00013940

NOTICE

This document is disseminated under the sponsorship ofthe Department of Transportation in the interest ofinformation exchange. The United States Governmentassumes no liability for the contents or use thereof.

The United States Government does not endorse productsor manufacturers. Trade or manufacturer's names appearherein solely because they are considered essential tothe object of this report.

..

Technical ~eport Documentation Page

1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.

DOT/FAA/CT-TN87/S3

4. Title and Subtitle

FLIGHT 015--CID MISSION: FULL-SCALE TRANSPORTCONTROLLED IMPACT DEMONSTRATION PROGRAM

5. Report Date

January 1988 -6. Performing Orgoni zation Code

, .: .

11. Contract or Grant No.

14. Sponsoring Agency Code

13. Type of Report and Period Covered--' --------------.,

f-:;---:--:--;-;----------:-----=-------------------f 8. Performing Organ; zation Report No.

7. Author!s) National Aeronautics and Space Administration/ DOT/FAA/CT-TN87/53Federal Aviation Administration ~~~==================----=----~

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)

FAA Technical Center,Atlantic City Airport, NJ 08405NASA-Ames/Dryden Flight Research Facility,Edwards, CA 93523

~

12. Sponsoring Agency Name and Address

U.S. Department of TransportationFederal Aviation Administration, AssociateAdministrator for Aviation StandardsWashington, DC 20590

~---~----=-----=-:--:-__=_----------------____:----l---------------..,15. Supplementary Notes FAA Program Manager - J. Reed; NASA-A/DFRF Program Manager -R. Barber; NASA-LeRC - R. Hayduk; FAA Crashworthiness Project Manager - R. Johnson;FAA AMK/I.A. Manager - B. Fenton

16. Abstract

The National Aeronautics and Space Administration (NASA) and the FederalAviation Administration (FAA) jointly conducted a Full-Scale Transport ControlledImpact Demonstration (CID) of a remotely-piloted, four-engine jet transportaircraft to: (1) verify the suitability of antimisting fuel for use in arepresentative jet propulsion system; (2) demonstrate the effectiveness ofantimisting fuel in preventing or reducing postcrash fuel mist fires;(3) acquire transport crash structural data; and (4) demonstrate theeffectiveness of existing and improved seat/restraint and cabin structuralsystems.

This document is a factual report of events, activities, and observations forthe day of flight for the final "unmanned" mission. Detailed analysis ofexperiment and systems performance, results, and conclusions are not delineated.Those efforts are reported by each participating FAA and NASA research team.

17. Key Words

Controlled Impact DemonstrationAntinisting Kerosene (AMK)Crashworthiness Cabin Fire SafetyCrash Behavior Data AcquisitionRemotely Piloted Vehicle

18. Distribution Statement

Document is on file at the TechnicalCenter :Library, Atlantic City Inter­National Airport, NJ 08405-

19. Security Classif. (of this report) 20. Security Classif. (of thi s page) 21. No. of Pages 22. Price

Unclassified Unclassified

Form DOT F 1700.7 (8-72) Reproduction of completed page authari zed

..

PREFACE

The CID FAA Program Manager, John Reed, provided overall program developmentand coordination with all participating experimenters and support organizations.The FAA Crashworthiness Manager for the CID was Richard A. Johnson.Robert Hayduk managed the NASA crashworthiness and cabin instrumentationrequirements. The FAA cabin fire safety requirements were directed byPeter Versage. The on-site NASA aircraft remotely piloted vehicle flightrequirements were managed by Russ Barber. The FAA AMK and CID InteragencyAgreement Manager was Bruce Fenton.

TABLE OF CONTENTS

EXECUTIVE SUMMARY

INTRODUCTION

CID EXPERIMENTS/SYSTEMS OBJECTIVES

GROUND OPERATIONS

IMPACT SITE

PHOTOGRAPHIC/VIDEO COVERAGE

Airborne Photographic and Video CoverageGround Photographic and Video Coverage

CRASH FIRE RESCUE

FLIGHT OPERATIONS

CID MISSION SUMMARIES

IMPACT

POST-IMPACT

REFERENCES

APPENDICES

A Actual Impact Scenario Requirements·B Crash Fire Rescue Equipment DeploymentC Flight Instrumentation Parameter ListD Strip Chart Line-UpE Preflight ProceduresF Flight CardsG Aircraft ConfigurationH Flight ProfileI Airborne SupportJ Flight WeatherK -- Mission Time Line-Planned/ActualL -- CID Mission Summaries

iii

Page

v

1

1

3

3

5

55

5

7

7

7

8

Figure

1

2

LIST ~OF ILLUSTRATIONS

CID Impact/Slideout Site

Impact Site Ground Camera Positions

iv

Page

4

6

EXECUTIVE SUMMARY

On December 1, 1984, at Edwards Air Force Base, California, the Federal AviationAdministration (FAA) and National Aeronautics and Space Administration (NASA)conducted a controlled impact demonstration (CID). A full-scale air-to-surfaceimpact survivable test with a remotely piloted transport aircraft wassuccessfully accomplished. The aircraft was a typical four-engine jet (Boeing720) intermediate range design which entered airline service in the mid-1960's,but its physical design features and construction practices are common to UnitedStates and foreign airframe manufacturers (i.e., B707,. DCa, B757, etc.).

The CID aircraft contained the necessary systems, components, instrumentation,and data acquisition systems to support the antimisting kerosene (AMK) fuel,crashworthiness, and fire safety experiments. Current and new generation flightdata and cockpit voice recorders were installed. Passive and benign hazardousmaterials packages were located under the galley area for this test. Theremotely piloted vehicle (RPV)/flight control system (FCS) (ground and airborne)were integrated in the B720 to provide the air-to-surface impact. Engineeringhigh-speed motion picture, video, and still cameras (airborne and ground)provided the necessary internal and external data documentation. A flight safetytermination system was provided in case of loss of remote control. Basically,the B720 was unchanged from its original configuration other than that necessaryto integrate the systems and equipments for the experiments and the RPV system.

This document is a factual report of events, activities, and observations for theday of flight for the final "unmanned" mission. Detailed analysis of experimentand systems performance, results, and conclusions are not delineated. Thoseefforts are reported by each participating FAA and NASA research team.

v

INTRODUCTION

The Federal Aviation Administration (FAA) aircraft safety program, identified aneed for a large transport crash test which would demonstrate and validatetechnology that can improve transport aircraft crash survivability through (1)reduced postcrash fire hazard; and (2) improved crash impact protection.

The National Aeronautics and Space Administration (NASA) and the FAA developedthe joint Full-Scale Transport Controlled Impact Demonstration (CID) Programbased on the results of NASA and FAA exhaustive flight, simulation, laboratoryand development tests conducted for antimisting kerosene (AMK) fuel, crashworthydesign features, and cabin fire safety (see reference 1). The CID program wasconducted at the NASA Ames/Dryden Flight Research Facility (DFRF), at Edwards,California, and was completed in late 1984. The objectives of the CID programwere (1) to demonstrate a reduction of postcrash, fuel mist fires through the useof antimisting kerosene fuel, (2) to demonstrate the compatibility of an AMK fuelin a representative jet transport propulsion fuel system, (3) to acquiretransport crash structural data, and (4) to demonstrate the effectiveness of theexisting, improved seat/restraint and cabin structural systems.

The aircraft used in the CID program, a four-engine Boeing B720 jet transportmanufactured in the early 1960's, typifies jet transport aircraft of that era.This aircraft was nearing the end of its useful life when it was transferred toNASA by the FAA for use in the CIn program. Extensive modifications wererequired to convert this airplane from a manned (crew of three) to a remotely­piloted vehicle (RPV) while retaining the manned capability for the RPVdevelopment flights. Extensive instrumentation was also added to support each ofthe various experiments, and a limited amount was added for the RPV system.The crash scenario was designed to be representative of an impact-survivableaccident, such as could occur following a missed approach or takeoff abort. Theprecise requirements of the AMK and crashworthiness experiments of the CIDmission dictated very tight constraint on impact parameters such as airspeed,sink rate, pitch angle, and impact location. The airspeed, sink rate, and pitchangle were selected to maintain fuselage integrity during acquisition oflongitudinal and vertical acceleration data. Combining all of the eID experimentrequirements into one fli~it resulted in a set of design goals for impactconditions as follows:

Aircraft Parameter

Velocity (Ground Speed), knots

Rate of Sink, ft/sec

Requirement

150 +5-0

17 +0-2

Yaw Angle, deg a + 1

Pitch Angle, deg +1 + 0

Roll Angle, deg 0 + 1

Heading (relative to impact runway), deg 0 + 1

1

Lateral Displacement, ft. (relative:.toaircraft centerline)

Longitudinal Displacement, ft.

a + 15

a + 75

Some of these requirements were adjusted to meet realistic RPV systemcapabilities. Rackground information specifying these adjustments is included inappendix A.

It was further specified that the impact would be with the landing gear in theretracted position to avoid an asymmetric slideout with the flaps at 30 degrees,and with a maximum amount of AMK fuel aboard.

CID EXPERIMENTS/SYSTEMS OBJECTIVES

The CID experiments/systems objectives are as follows:

1. Antimisting Kerosene Fuel--Verify AMK can preclude ignition uponimpact and demonstrate AMK in an operational fuel/propulsion system.

2. Structure (Fuselage, Wing, Floor)--Examine structural failure mechanismsand correlate analytical predictions; provide baseline metal crash datato support FAA and NASA composite crash dynamics research; and definedynamic floor pulse for seat/restraint system studies.

3. Seat/Restraint System--Evaluate performance of existing, improved, and newlightweight seat concepts; and evaluate performance of new seat attachment'fittings.

4. Stowage Compartments/Gallevs--Evaluate effectiveness of existing/improvedretention means.

5. Analytical Modeling--Validation of FAA "KRASH" and NASA "DYCAST" StructuralmoJels to transport aircraft, and verify predicted crash test impact loads.

6. Cabin Fire Safety--Observe seat blocking layers, burn-through resistantwindows, and low-level emergency lights installation integrity.

7. Flight Data and Cockpit Voice Recorders--Demonstrate/evaluate performanceof new Flight Data/Cockpit Voice Recorders systems, and demonstrateusefulness for accident investigation analysis.

8. Flight Incidence Recorder/Crash Position Locator--Demonstrate/evaluateperformance of the ejectable U.S. Navy/Naval Air Test Center (NATC) system.

9. Hazardous Materials Package--Demonstrate performance of packages in animpact environment.

10. Post-Impact Accident Investigation Analysis--Assess adequacy of currentNational Transportation Safety Board (NTSB) forms and investigationprocedures.

2

11. Remotely Piloted Vehic1e--Guide the "unmanned" aircraft through theflight profile, activate the onboard experiments/systems, and control thethe aircraft to a precise impact target area.

In order to deliver the experiments through the flight profile to the impactsite, and acquire data, the RPV and instrumentation telemetry systems weredeveloped by the NASA Ames Dryden Flight Research Facility and implemented in theBoeing 720 (which was considered a most sophisticat~d and complex flight controlsystem for the largest remote control aircraft in history). See references 2 and3 for specific design development details.

This report contains the normal preflight and flight documents that were used toconduct the Day of Flight (DOF) "unmanned" mission. The Flight Operationssection contains the necessary information to conduct the flight and was briefedin detail at the final preflight crew briefing. The section on Ground Operationsprovides information pertaining to the impact site, photographic/video coverage,crash fire rescue, and the project support required on-site outside thetermination boundary. CID Mission Summaries are those reports normally providedby key program participants in a Post-Flight Debriefing. The Impact sectionprovides preliminary data relative to the planned impact scenario versus theactual impact performance. Those events which occurred post-impact are generallydescribed.

GROUND OPERATIONS

The ground operations activities not only included the impact site developmentbut also the operational control and support overall ground support elementsparticipating in pre-impact, impact, and post-impact activity within theoperational control area for CID operations. Responsibility for the CID impactsite operations rested with the DFRF Project Manager down to within 2 weeks ofimpact. Coordination was transitioned to the CID Ground OperationsManager/Convoy Commander (G/OM/CC) finally at CID impact. For more details seeCID Ground Operations Plan, reference 4.

IMPACT SITE

The CID test area was located on Rogers Dry Lake immediately adjacent tothe Edwards Air Force Base Precision Impact Range Area (PlRA). The impactsite (figure 1) was covered with a 4- to 6-inch deep layer of 1-1/2 inchdiameter hard rock for a distance of 1,200 feet by 300 feet wide in order toprovide a frictional ignition environment for the AMK experiment.

Ground photographic/video coverage fixed position and tracker platformswere installed either side of the impact and slideout area. Thirty-fourphotographic range poles serving as photographic identification aids wereinstalled at the impact site. They were located at IOO-foot intervals on eachside beginning about 200 feet before the planned impact point. The poles are Infeet tall.

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- 100' -,- 100'­PHOTO TIMING POLES- -1125' - tT'tP·J4 PLACE::'I

DISTANCE FAOM STONETO IMPACT POINT

FIGURE 1. cm IMPACT/SLInEOUT SITE

I'

A low impact resistance, breakaway~ landing approach light structures, each 10feet tall with five lights per pole, were located every 100 feet beginning 300feet after the impact point, six on each side of the runway, 75 feet across fromeach other. They are constructed of lightweight fiberglass tubes with breakawaycouplings every 42 inches. These light towers and their 60 300-watt approachlamps serve to provide a realistic fuel ignition source.

A eight wing tank openers were located between 50 and 100 feet past the plannedimpact point to assure fuel spillage during slideout. For RPV pilot visualtarget alignment and aiming, a black fence with an international orange centerwas installed prior to the wing openers.

PHOTOGRAPHIC/VIDEO COVERAGE

AIRBORNE PHOTOGRAPHIC AND VIDEO COVERAGE.

The airborne black and white and color video cameras were primarily assigned tothe RPV pilot guidance and control in the ground cockpit. A total of 13 high­speed engineering film cameras were strategically located in the passenger cabinand crew cockpit to acquire dummy impact response. High-speed film cameras weremounted in the nose of the aircraft and near the top of the vertical stabilizeraimed forward and down.

Two helicopters (Army and NASA) provided airborne film and still coverage priorto impact through slideout to eventual aircraft rest. A Navy P-3 "CAST-GLANCE"aircraft positioned itself above the CID aircraft and two helicopters to acquiretotal CID profile f{lm and video coverage.

GROUND PHOTOGRAPHIC AND VIDEO COVERAGE.

Engineering ground photographic/video coverage (figure 2) system was Ret uparound the impact site perimeter by the Jet Propulsion Laboratory. Approximately100 comprehensive remote film, video, infrared, speciality, and documentarycamera systems were in place and operated prior to impact through deceleration torest. These systems were remotely operated and time correlated with all airborneand ground instrumentation/photograhlc and video systems. Reference 5 is acomprehensive documentation of the CID photographic/video coverage.

CRASH FIRE RESCUE

Crash fire rescue personnel and firefighting apparatus were pre-positioned atdesignated locations on the lakebed outside the termination envelope areas(Appendix A). Standard United States Air Force water and foam firefightingvehicles were provided with a normal crew complement. An FAA accidentinvestigation specialist was transported with the fire fighting teams in order tocheck the aircraft for toxic or unsafe gases prior to allowing the aircraft/systems safing team onboard after fire extinguishment. A crash/fire rescuereport is included in reference 6.

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FLIGHT OPERATIONS

Up until the final "unmanned'f mission, there were 14 manned flights conductedin order to checkout the aircraft/systems, experiments, and the RPV/FCS. In the14 manned flights flown:

Total flight time was 31.4 hours.Tot~l RPV time was 52.2 percent of total.Total 9 RPV takeoffs and 13 RPV landings.Total 69 eID approaches down to altitudes between 150 and 200 feet agl.

Flight 015 preflight checkout consumed approximately 40 minutes of engine andsystems run-up time prior to brake release. From RPV brake release, takeoff,climbout to CID racetrack profile, through final approach to impact,approximately 8 minutes and 54 seconds were consumed.

This section describes the required documentation necessary to support theflight operation. The aircraft/experiment instrumentation list and theassociated control room strip chart recorders line-up are in Appendices C and D.

Preflight Procedures (Appendix E) and Flight Cards'(Appendix F) delineate thestep-by-step procedure for preflight set-up and actual flight controloperations. Additional preflight information is provided in Appendix G (AircraftConfiguration), Appendix H (Flight Profile), Appendix I (Airborne Support), 0

Appendix J (Flight Weather) and Appendix K (Mission Time Line-Planned). Theground rules and guidelines for flight are delineated in Mission Rules (reference6) and Operating Rules (reference 7). Copies of these two documents may beacquired from the CID Project Manager, NASA Ames/Dryden Flight Research Facility,Edwards, California.

eID MISSION SUMMARIES

The mission summaries are those reports normally provided by key programparticipants in a post-flight debriefing. These include briefings by the B-720pilots/flight engineers, crew chief, lead technician, RPV pilot/flight testengineer, RPV lab supervisor, the experimentors, ground operations manager,control room, and aeronautical test range personnel (Appendix L).

IMPACT

The final impact scenario was based on previous RPV and B-720 flight experi­ence. In order to improve the probability of delivering the aircraft to thetarget area, a number of the impact requirements and accuracies were relaxed.An impact report and flight data analysis are provided as they relate to theplanned impact scenario. The post-impact investigation team provided thewreckage distribution chart.

,POST-IMPACT

Two major events occurred after the impact: (1) Post-flight press conferenceand (2) post-impact (accident) investigation.

The normal post-debriefing did not occur due to the pressures of VIP's toimpact site, reviewing the preliminary results with FAA and NASA management, andthe need to debrief the news media.

A "formal" aircraft accident investigation team had been formed with expertsfrom FAA, NASA, Department of Defense (DOD), and industry. Investigativegroups (i.e., structures, propulsion, systems, human factors, crash firerescue) were formed as required by NTSB directives and reported to the FAAinvestigator-in-charge. The on-site investigation was, for all practicalpurposes, completed within 5 days after the impact. The results of thisinvestigation are reported in reference 6.

REFERENCES

1. DOT/FAA/CT-82/151, "Full-Scale Transport Controlled Impact DemonstrationProgram--Management Plan," dated January 1984.

2. NASA Tech. Memo 85925, "Remote Control of an Impact Demonstration Vehicle"Harney, P. F., Craft, J. B., Jr, and R. G., Johnson, April 1985.

3. "Flight Test Experience and Controlled Impact of a Large Four-EngineRemotely Piloted Airplane" by Kempel, R. W., and Horton, T. W., presented at 16thAnnual Society of Flight Test Engineers Symposium, July 29 - August 2, 1985NASA Tech Memo 86738, Seattle Washington, August 1985.

4. Ground Operations Plan, CIn 84-23, October 29, 1984.

5. DOT/FAA/CT-85/35, "Full Scale Transport Controlled Impact DemonstrationProgram Photography/Video Coverage," April 1986.

6. DOT/FAA/ASF-86-001, Full Scale Transport Controlled Impact DemonstrationProgram Accident Investigation Experiment and Report of Investigation, dated July1986.

7. CID 84-28, "CID MISSION RULES," dated November 1984.

8. CID 84-33, "CID OPERATING RULES," dated November 1984 ..

8

APPENDIX A

ACTUAL IMPACT SCENARIO REQUIREMENTS

AND SPACE AD~~lNlSTRATION

Full-Scale TransportCpntrolled Impact Demonstration Program

DATE: Nova~r 4, 1984INFORMATION: full-SCale TransFOrtControlled Lmpact Demonstration (CrO)Program--Impact SCenario Requirements

ohn E.~rogram Manager, Full-Scale Transp:ntControlled Impact DemonstrationProgram, ACT-300C

The Ames-Dryden internal Flight Readiness Review (FRR) Committee(Garry Layton) and the ad hoc FRR Committee (Gary Krier) presentedto Dr. William 8allhaus, Director, ~mes Research Center, ~~e

results and recommendations of L~eir erD review on ~bva~er 2,1984. 80th committees generally recommended that the missiongo/no-go, abort, and go-around criteria be "washed-down" into aworkable minimum, and consistent with that recommendation, toconsider the relaxation of impact requira~ents and accuracies, inorder to improve the probability of enhancing the RPV pilot's (FitzFul ton) impact success. Dr. BaUhaus concurred wi th thoserecommendations and directed the on-site eID progr~~ team to reviewthe mission requirements in light of flight safety and missionsuccess, and respond to he and the FRR Corrani t tees ea r1yin the ·...-eekof November 5, 1984.

Test Management Councilcc: ero Team

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Takin:; this action, the erD team has reviewed the p:lssible optionsavailable, and is in the mode to implement the following impact'scenario and operating rules:

IMPACT SC~IO (at impact)

Current ReG:':1''::.:3 Cc:7.n'.erlts

Sink Rate 17:Q Eps 17 +~ fcs_. . diff icul t-wi thground e£f~cts

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IMPACT SITE

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PDll

Heading

Current Reqm'ts

+75 ft

+15 ft

Pr°FOsed

+75 ft (long)-125 ft (short)

+15 ft

Comments

difficul t-wi thground effects,but improvesprobability

no problem

no problem

no problem

The above reduces the accuracy pressures from Fitz, allows himadditional mental and physical flexibility, and should notcompromise CID mission objectives and goals. In conjunction withthe concern of the FRR's and Dr. Ballhaus relative to Fitz'sability to deliver successfully to impact, the following operatingrules have been revised as follow~:

1. From brake release down to 400' on final approac~: ~ny

experimentor or systems support lead can call a "go-around"(through Russ Barber to Ron Waite, Dryden Operations) and Fitzini tiates the go-around per normal procedures. During go-around,?rogram/project management r~Jiews probla~ and dete~ines (basedon problem) if another impact attempt is in order or abort toland. This decision directed to Fitz.

2. Between 400' down to 150' on final approac~: Onlv Fitzcan call a go-around-based on his impact accuracy assessment.

3. From 150' to impact: Turn~n Pho to Batteri es, D.~

recorders, and cameras and ~~e JPL lakebed camera syst~~. Fitzmust continue to impact.

A-2

APPENDIX B

CRASH FIRE RESCUE EQUIPMENT DEPLOYMENT

SOUTH BASE

BARRIER RUNWAY _/

Fire Dept.,:;'HOLD SHORT':,..---=,--, ./

-./

FIGURE B-1. CRASH FIRE RESCUE EQUIPMENT DEPLOYMENT

B-1

APPENDIX C

FLIGHT INSTRUMENT PARAMETER LIST

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APPENDIX E

PREFLIGHT PROCEDURES

CONTROLLED IMPACT DEMONSTRATION PR~GRAM

CID TEST FLIGHT

720B CID SYSTEMS AIRCRAFT PREFLIGHT UNMANNED

P-17-CID

CID FLIGHT CARDS

CID-84-35

CID FLIGHT PROCEDURES

FROM CID 84-28A

AMES RESEARCH CENTER

DRYDEN FLIGHT RESEARCH FACILITY

NOVEMBER 29. 1984

E-l

CID P-17-CIDNOVEMBER 7, 1984

CIn PROCEDURE:

720B CID Systems Aircraft Preflight - Unmanned

PURPOSE:

To configure the aircraft for CID.

PREPARED BY:

J. CRAFT/R. SAWYER

APPROVED BY:

J/~OPERATIONS ENGINEER

..~,d~SAFETV!QA

CIO ?-17-C:D

NOVEMBER 7, 1984

A. AIRCRAFT POWER UP

1. Verify All Switches and Circuit Breakers on NASA Panels #1

\and #2 are OFF and OUT Except CIS's #16, 17, 18, & 19.

Q". 9~ ~c:..3 \~~"\ ~~~~\~-OU\

2. Connect A.C. Ground Power to AIC and Establish AIC A.C.Pwr; Turn on AIC Battery and SIB Artificial Horizon Ind. &

~o....E~~t~.~ \~~~ )C..~~~~\~-~t-J3. Push in Navy Rec. CIS #39 and Install Amber NASA Bus Light

In d .

4. Check AMK Panel Lube Pump Switches (4) OFF and Fan Switches(4) to GEN PWR., Verify AMK Circuit Breakers (4) on P-6Panel (lower left corner) are IN.

8, ~XT~RNAL AIRCRAfT CONFIGURATION

1. Check AMK Pads (4) Inlets and Outlets are Open and Clear.Check Navy Recorder for B.S.O· Removal.

2. Check R.C.V. Brake Valves (2) in M.L.G. Wheel Wells areOpen and Safetied.

3. Connect D.C. Ground Power to Ale and Check for 28 V.D.C.Output and Full Fuel.

4. Check Lower OIL and U/L Antennas for Damage.

C. FWD BAGGAGE AND LOWER NOSE COMPARTMENT CONFIGURATION

1. Push in AMK T/R Fail Circuit Breaker and Check Lube PumpCurrent Limiters (4) as Visually OK.

2. Check Lower U/L Rcvr, Lower OIL Trans. & T.V. Trans. forConnector Security. Connect and Safety A~K BatteryConnector. •

3. Check OSO-l Interphone Panel For Correct Setup As Required.

4. Push in 30 Fan CIB and Check Emerg. Brake PC-I0 Connectorfor Connected and Safetied Status ..

5. Check C/B's (17) on L/H Side of P-9 Power shield - IN

D. PILOTS AND COPILOTS PANEL AREA CONFIGURATION

1. Install Remote L/G Control Fi xture.

2. Check RPV Flap, N.W.S., L/G and Throttle Enable Switches toDisable and Throttle Switch - DOWN.

E-3

CIO P-17-CIDNOVEMBER 7, 198 4

E. UPLINK/DOWNLINK RACK AREA CONFIGURATION

1. Verify Resdel Decoder Connectors P-l, P-2, P-3, and P-4Are Connected.

2. Verify Video Combiner Connectors Jl, J2, & J3 Are Connectedand Switches (4) are in "NORMAL" Position.

3. Verify Resdel DAC/Discrete Connectors P-l & P-2 AreConnected.

4. Check Interface Box Connectors PC-ll, PC-12, PC-13, PC-14,PC-1S, and PC-22 Are Connected.

5. Verify Interface Box Cooling Fan Pwr. Plug Connected.

6. Verify Uplink Relay Box Connectors PC-17 and PC-2i AreConnected.

7. Verify PC-18 and PC-20 Are Connected to JC-18 and JC-20Receptacles on Uplink Relay Box.

8. Verify Blue Jumper Plug connected to JC-19 on Upl ink RelayBox.

9. Connect PC-38X Jumper Plug to JC-38 on Bottom of NASA C/SPanel.

10. Verify JPL Box PC-24 and PC-27 Are Connected.

11. Verify Langley Relay Box #1 PC-34, .PC-35, and PC-36 AreConnected and PC-37 on Sack of Box is Connected.

12. Verify Langley Relay Box #2 PC-43 is Connected.

13. On Terminate Relay Box, Verify PC-1, PC-2 and PC-3 areConnected.-

14. Install and Connect Terminate Battery and Secure Disc.Plugs With Tape.

15. Verify Connecters are Secured on Sub Corns, TIC Box, AMK RPMBox, Syncro-Demod and Amp Demod. Boxes, Rate Gyro Box,P.D.U. Box, Signal Conditioning Boxes and ~ain Com Box.

16. Verify Connectors are Secure on Terminate RCVR and Antenna,Upper Downlink Xmitter and Uplink RCVR and Antenna.

E-4

CIO P-17-CIDNOVEMBER 7, 1984

F. AIRCRAFT CIRCUIT BREAKERS

1. Check J-6 Main AIC Power Shield CIB's (62) - IN and (6)A.C. Deice CIS's Clamped Out.

2. Verify Auto Switching Power Supply Plug is Connected.

3. Verify (4) AMK T/R 30 C/B's are - IN and Check That AutoSwitching Box Plugs Are Connected.

4. Panel P-1 28 V.D.C. Section - All C/B,s IN Except ~ater

Drain Mast Heater. On 115 VAC Section Verify All In ExceptWater Drain, Fwd Fan (3) 30 and AFT Fan (3) 30.

5. Panel P-2 Verify All C/B's - IN.

6. Panel P-3 Verify All CIB's - IN Except Toilet Flush MotorsFwd and Aft, Shaver Outlets (2), Deice and Timer and ThrustMeter.

7. Panel P-4 Veri fy All CIS's IN.

8. Panel P-5 Verify All CIS's - IN Except Pump DeiceControlilce & Rain (3), HF #1, Ground Proximity WarningA. C. and D.C. , SCAT A. C.

9. Panel P-6 Verify all CIB's - IN Except Unlabeled Next toBattery Supply CIS and Fire Extinguisher CIB's (6).

10. Panel P-7 Verify All CIB's - IN Except Passenger ReadingLights (12).

G. COCKPIT VOICE RECORDER CHECK

1. On P-5 Panel Verify Voice Recorder CIS - IN.

2. Plug in Headset to Overhead Panel - Cockpit Voice RecorderPanel.

3. Cockpit Voice Recorder Test - DIISH & HOLD and Verify 600 HzTone in Headset. Verify Cockpit voice Recorder MeterIndicates - GOOD. Verify Tone Changes (4) Times inAmplitude (Volume) - Release Test Switch.

4. Verify Cockpt Audio is Heard in Headset with 1/2 Sec.Delay. Remove Headset From C.V.R. Panel.

5. Set Pilots Radio Panel To V.H.F. and 121.5 M.H.Z. Volumeto max.

E-S

Out

CIO P-17-CID

NOVEMBER 7, 1984

-4: • I 1'1 ~ eItT 1 i 0 "i eI eeTa pel /I ~ e COt deta Ii d L0 e It Qe e if •

2'-:-2'00:-.-~g oRoJlll~~.,ja.flil'1IoE@~1":.;;a~I/~9~r~1~· f~)I'-'~£~~~I!I~t4:t-ee.,.r~S~;;.r;~W~.~-~1I r"-:-t."'M,Mt-i·""'I'T"'!to;'tJ~~'t"t1! r

Sitch IIU~It Shutte~peed Ran~eSwitch ~OO (Towa dCe er Lin of Camera Coax Ca e Connec d to Videand ower Pl g Connecte. Verify attery Ou put Plug

3. Remove Lens Cover.

Ie J.P.L. BATTERY & TIMER

l. Connect Fwd JPL Camera Battery and Record Open CircuitVoltage V.D.C.

2 . Connect Aft JPL Camera Battery and Record Open CircuitVoltage V.D.C.

3 . Check Aft JPL Light Timer fa r 10 p.p.s., 28 V.D.C. andDisplay Switch .- OFF - Close Cover.

J. NAVY RECORDER

1. Control Box - Push Battery Test - Green Light

2. Control Box - Rapidly Pulse Beacon Test Button E.L.T. Toneor, 121.5 MHZ & 2d3.0 MHZ For 1/3 Second Per Pulse. UseD.S.O. Headset to Verify E.L.T. Operation.

3. Verify NO E.L.T. is Heard on Headset After Completion ofTest. -

4. Reset VHF to mission frequencies.

K. D.F.D.R. RECORDER

1. Connect and Safety Battery Connector.

2. Push In Pwr. CIB and Move Pwr. Switch to Crash Position ­An Amber Light Will Come On For 1 Sec. on Front of a CenterBlue Box and Go Out.

3. Turn Pwr. Switch to OFF Position and Pull CIS Out.

E-6J'I"' ','

, ,-,..,

CIO P-17-CIONOVEMBER 7, 198/l

L. FRENCH SEAT RECORDER

1. Veri fy Battery Pack Charged to Full Capacity and RecordOpen Circuit Voltages:A+ & B- = · Should be Above 25 V.D.C.----C- & 0+ = · Should be Above 12 V.D.C.--E- & F+ = · Should be Above 12 'I . D. C.---

2. Verify Recording Tape has been Rewound to 300 ft. StartingPosition on Footage Counter. Verify Connectors (2) to the O

Battery Are Disconnected.

M. AMK PANEL SETUP

1. Speed Command - 18K & AUTO, Run/Stoo to STOP,Shutoff/Regulator Valves - CLOSED, Fuel Bypass - MANUAL &CLOSED (Open if Degrader has been Bled), Lube Pumps - OFF,Ground Start - OFF, Bleed Start - OFF.

2. Verify (12) CIB's on Subpanel - IN.

3. Verify Fan (4) Operation by Switching Fans to External (Oneat the Time Using Two Portable Radios and Returning theSwitches to GEN PWR After Each Test).

N. COCKPIT

1. Connect E.G.T. Downlink Jumper Plug

2. Clip Stabilizer Cutout Switches (2) - F~O (ON)

3. Landing Lights - Extended

4. Perform Radio Check with NASA-l and Estab'ishCommunications.

O. CALL TO STATIONS

1. NASA-I, 833, 25, 21 & 15/16

P. POWER TURN ON & FUNCTIONS

1. Downlink

NASA-lNASA 833

2. On Command "Turn on Instrm. Master Sw-22.~ait One Minute and Turn On T/M Transmitter on NASA PanelSw-21.

3. Rate Gyros on at OIL P.O.U. Box

E-7 ••,., ",." or

NASA-l

cro P-17-CID

NOVEMBER 7. 1984

4. Verify OIL OK at NASA-l & 21.

5. Verify NASA 21 Cockpit Setup Complete

O. UPLINK

1. Radiate From Mobile Uplink Van (Communicati·ons on U.H.F.Mission Frequency).

NASA 833

NASA 833

NASA 21

2. NASA Panel C/S's 10 & 11 - IN

3 . Ve r i f y Tran s fer Li gh t 0 uton Pi lot sPa ne1. Co mm and Up 1 inkVan To Standby. (In Place Status) No Xmission.

4. Active/Standby Switch - ACTIVE.

5. Triplex/Camm Switch - TRIPLEX.

6. Antenna Qisable Select Switch - NORMAL

NASA 1

NASA 833

7. Verify Uplink OK at NASA 1.

8. On Upl ink Interface Box (Card #17) Verify Green Light - ON.Verify Transfer Fail Light - OUT (On Pilot's Panel).

9. On Uplink Interface Box (Card #17) Verify all Red LightsAre - ON (Checks Power Suppl ies OK.)

NASA 833 10. Command Uplink Van to Secure Status.

NASA 1 ~l. Verify Uplink Signal Strength OK

NASA 833 12. If Any Engine Kill Lights Are Red, Reset to Green byDepressi ng Swi tch Sl on Upl ink Rel ay Box

R. "C,_BAND BEACON, T.V .. & F.T.S.

NASA 1NASA 833

NASA 833

NASA 1

1. On Command, at NASA ?anel, Push C-Band C/8-1s andTurn On ~C"-Band Beacon Switch #20.

2. On Command, Turn On T.V. Cameras at NASA PANELCIB'S 3 and 4 - IN.

3. On Command at NASA Panel C/8-1 - IN (F.T.S. On) VerifyDiode Check 8y Observing Green Light On FT.S. Relay Box ­PULL C/8-1.

4. Push-in C/8-2 and Observe Green Light on F.T.S. Relay 30x.

5. Push-in - C/B-l

6. Verify F.T.S. Signal Str~ngth, "c" Beacon Operation and TVCamera Operation.

E-8

... .

NASA 1 S. AUXILIARY SYSTEMS AND EXPERIMENT TURN ON

CID· P-17-CIDNOVEMBER 7, 1984

NASA 833 1. Aux. System Turn On - NASA C/B Panel

2 .

3 .

4.

5 .

6.

7 •

8 .

9 .

10 .

11.

Landing Gear - Push In - C/S-5.

Flaps - Push In - C/B-6.

Brakes - MANUAL - PUSH IN C/S-7.

Throttles - Push In - C/S-8.I

Stabilizer - C/B-9 (Collared).

Pnuematic Brakes - C/B-12 - OUT

CIS 13 - COLLARED.

Nose wheel Steering - Push In - C/B-14.

Langley Experiment - On NASA Panel - Push In - C/B.-23 ThruCIS 28.

Langley Experiment - On Aux. NASA Panel - Push In - C/S-35thru C·/S-38.

12. Perform Fire Detector Test '~ft & Loud ~odes.

13. Push In C/B-29 thru C/S-31 and Verify on JPL Panel AboveNASA Pwr Panel - CAM-1 thru CAM-3 Lights Are Out (Green).

14. Push in C/S-32 thru CS-34.

NASA 833 15. CID Preflight Complete.

T. SYSTEMS PREFLIGHT CHECKLIST

NASA 1

NASA 833

NASA 333

NASA 21

NASA 833

NASA 1

1. F.T.S. Preflight Completed - VERIFY.

2. Autopilot Preflight Completed - VEQIFY.

3. CID Preflight Complete and Verified.

4. DAS Prefl ight - COMPLETED - (Langley Prefl ight Procedure).

5. Photo/Camera Power Preflight Completed - VERIFY.

6. R.C.V. Lab Preflight Completed - VERIFY.

7. Ground Crew and F.E. Preflights Completed - VERIFY.

8. Call CIa - PI7-CID COMPLETE - Proceed to Flight Cards.

E-9

CID P-17-CIDNOVEMBER 7, 1984

S'I GN OFF:

PROCEDURECOMPLETED BY---------------------

PROCEDUREI NSP EC TED BY _

CIa FLT CARDS MUST ADDRESS:

1. P-6 Panel - Fire Extinguisher CIB's (6) - IN

2. CCTV Battery Plug Connected & System Functionally Checked.

3. Throttle Gang Bar, AlP Switch Lock, GIS Switch LockInstallation & Seq., Degrader Idle Stop Position.

4. Parking Brake Release, JPL Cockpit Camera Locked InPosition.

5. Landing Gear Pins (3) Removed, Chocks Removed.

E-IO -,

- -- - ---_.-

C4", I Co.", z.. CQ,....3JfL C",me'o..

000000

I

i

·tttrs~._· -L-f6,N-r -P-A))'e~ .----...----..

~i~~~'·

~r~L ~ ~ ~ ~I "- 3 '-t

SAfE ® 0 CD 0I Z "3 'of

£'A.bWE ~:cu. a.EL.,J. Ys

oF~

'h' I. \~ : I- I---'--1

''-'

IIIe7zea,.ttTenll\.

~ ~ftG(''f~ l>ou:eC

08080000088S"

--O/LII,y--

808000000/'-( 15" I~ 1/ Iq

N.W6, ~·So...a. OIL ~ c... ~ 6! ~ 20 "2 \ OZ1..

i)A C-Ilc..",,- I,' f1\ . I "'5 I.

), TI"'- ._--_.-

Aux. NASA CIS Po..t\e, \ (?) G ~\ G-:'. ...-

(s~l \.s-----

J "-.--' "-@ 0 0 23 '2.'-1 25 ZG. 27 29/~ A 6,,·6 L~IS-A L'5 I1 '3- 13 ~-A ~-bI...a... •

~S" 3'- )/ J

/1 .. '" ~c.Ut.<iof": \ &litG....Jo\<. ?C~\ t'o..oe,\

8 G 0 0 0 G G @ G,'8 ~q 'tv I~

c.,. .....N~.'f

~("~d(.C

2:'0 30 31 >Z ~3 ?'t- -

---- 0 0..-)", :;, _~tlll

~~ ''"""~ --'""" ,~' ......... '1\ \

L ~rt ~_1t &tl" Pw .... Pwr ~ ..... (

'11 '-(7.- '13

0 0 0'f'1 'is- 1ft;,

, ,...t"'·' .'

E-ll

APPENDIX F

FLIGHT CARDS

CONTROLLED IMPACT DEMONSTRATION PROGRAM

crD TEST FLIGHT

FLIGHT CARDS FOR DECEMBER 1, 1984

CID-84-35

AMES RESEARCH CENTER

DRYDEN FLIGHT RESEARCH FACILITY

NOV EMB ER 29, 1984

PREPARED BY

FLIGHT TESt jJ1 d. kENGINEER ~~ ~:tJ,.J-1..

I') ;-0l! . APPROVED BY

OPERATIONSENGINEER__-L-.;...a....~~~"-==....A:;.---...:::::::lIIoOL..- _

~~~~~CT i;r .:z~. OPERATIONS {!. (1. C ~

MANAGER 7'--..J/- .L

F-I

CIO FLIGHT PLANFLT DATE - DECEMBER 1, 1984

PAGE1. PRE ENGINE START CHECKS

A. Degrader Operation Setup 1B. Degrader Panel SetuD 1C. Degrader Logic Checks 2D. Remote Ground Operations 3

01. Uplink Attenuation Checks 4E. DAS Uplink Activation Checks 4F. Termination Check 6G. Pre-Engine Start Hold 8

2. ENGINE STARTH. Degrader/Engine Start 8

3. PRE TAKEOFF CHECKST Transfer to Ground Control 10, .J. DAS System Activation 11K. Final Systems Activation 12L. Pre-Egress Hold 12M. Egress 12

4. TAKEOFFN. Takeoff - RCV 14

5. AI RBORNE 6iESS ~ltEJ?:ftSAl

O. C10 Profil e 14

F-2 ~ ....

A. DEGRADER OPERATION SETUP - 07:40/07:10FE 1. Operational Setup - COMPLETEFE a. NASA C/B Panel - AUX C/B Panel -

ALL IN EXCEPT C/B 112

FE b. Bleed Air Sws (4) - OFFFE c. Center Boost Pump C/B - INFE d. Manifold Valves (4) - OPENFE e. Center Boost Pump - ONFE f. Engine Fuel Valves (4) - OPENFE g. AC Paralleling - EXTERNAL POWERFE h. External Power - ONFE i. Essential Power - EXT PWR

B. DEGRADER PANEL SETUPFE 1. Panel Setup - COMPLETEFE a. Speed Command - 18K, AUTOFE b. Run/Stop - STOPFE c. Shutoff/Regulator Valves - OFFFE d. FUEL BYPASS MANUAL &CLOSEDFE e. Lube Pump - OFFFE f. Fan - GEN PWR (OFF)FE g. Power - ONFE h. Gnd Start - OFFFE i. Bleed Start - OFF

-1- 11/29/84

F-3eJ.' ':' .

CID FLIGHT CARDS

C. DEGRADER LOGIC CHECKS (1,2,3,4) .

FE l. Logic Checks - COMPLETEFE a. Lube Pump - ONFE b. Shutoff &Regulator Valves - ENABLEFE c. Fault Light - RESET1 d. Lube Pressures - OKFE e. Run/Stop - RUN

GREEN LIGHTS ON2 Sec: LOSS OF SIGNAL

FE f. Run/Stop -. STOPFE g. Fault Light - RESETFE h. Fuel Bypass - AUTOFE i. Run/Stop - RUN.FE j . Lube Pump - OFF (ASAP)FE k. DATA MONITOR LIGHT ON

FE 1. FUEL BYPASS OPEN LIGHTFE m. Lube Pump - ONFE n. Run/Stop - STOPFE o. Fault Light - RESETFE p. Fuel Bypass - MANUAL &CLOSED,

LIGHTS AGREEFE q. Shutoff &Regulator Valves - OFFFE r. Lube pump - OFF

-2- 11/29/84

F-4r·· .

CIO FLIGHT CARDS

D. REMOTE GROUND OPERATIONS - 07:42/b7~12

CP l. Aux Hyd Pumps - ON, Interconnect - OPENCP 2. Controls - CENTERED21 3. Pitch - TRIMMEDCP 4. Autopilot - ON, GS AUTO21 5. Control Sweeps - COMPLETECP 6. CORRECT CONTROL MOVEMENTCP 7. Autopilot - OFF21 8. Throttl e - IDLE. 21 9. Moving ThrottleCP 10. YOUR THROTTLES

CP II. Flaps - 2021 12. ReV Flap Enable - ON

CP 13. RPRV Flap - ENABLE21 14. Flaps - 25CP 15. 2521 16. RCV Flap Enable - OFrCP 17. FLAPS 2021 18. Triplex/Comm - COMM1 19. Rooftop OIL Antenna - SELECTED21 20. Active/Standby - STB21 2I. RCV Flap Enable - ON21 22. Flaps - 25C? 23. R?RV Flap - DISABLECP 24. FLAPS 2021 25. RCV Flap Enable - OFFCP 26. Aux Hyd Pumps - OFF

-3- 11/29/84

F- 5 -t,·· .

(TO FLIGHT :AROS

"--21 27.21 28.

1 29.

21 30.

21 31.

833 32.

833 33.

21 34.

833 35.

833/21 36.

Active/Standby - ACTIVETriplex/Comm - TRIPLEXTriplex OIL Antenna - SELECTEDLanding Gear - ENABLEGear Handle - UPMotor Runs - L.G. Does Not Movelanding Gear - ENABLE (Gear Handle MovesUp) At Mid Position, Land Gear - DISABLElanding Gear - DOWNlanding Gear - ENABLE(Gear Handle Moves Down)Landing Gear - DISABLE

~. Triolex Ante~na to - 90 db

e. VEJiI£Y - 90 dtL \ I I-f.' _L \e\ ~~ l:.~ -.- ~u.l \ IS,", O'1-flVC'lro..nSl~l'\v.s.f. Decoupie Trlplex Atten~dtor

1

CAT1

CAT

CAT

01. UPLINK ATTENUATION CHECKS1 1. STARTING UPLINK ATTENUATION CHECKS1/21 a. TM GOOD AT NASA 11RCV LAB

(Active System)

b. Triplex Antenna to - ~db(Uplink Signal Strength)

c. VERIFY - 70 db

E. DAS UPLINK ACTIVATION CHECKS - 07:49/07:19

DSO 1. POWER PALLET CHECKOUT UNIT (PPCU)INSTALLED, SAFE, POWER ON

-4- 11/29/84

F-6

CIO FLIGHT CARDS

DSO 2. CAMERAS OFF (GREEN LITE).-,. SQUIB RESET (GREEN LITE)

SAFE/ARM SAFE (RED LITE)

OSO 3. ITEMS 1 &2 COMPLETE

FE 4. NASA C/B's 32 thru 34 - OUT

21 5. Recorder's Lites - ON/OFF

DSO 6. RECORDER ON AND OFF

DSO 7. SQUIB LITE OUTDSO 8. Squib - RESET

21 9. Cameras - ON/OFF

DSO 10. CAMERA LITE OUT AND RESET

21 11- Recorder, Lites, Cameras - OFF

1 12. DAS MONITOR CHANNELS OK

DSO 13. DAS AC Pwr to EXT 28VDC Pwr

Supply Sw - OFF

1 14. DAS MONITOR CHANNELS OK;S BAND DATA RECORDERS ON

DSO 15. DAS Flt Recorders - ON

DSO 16. Calibrations - COMPLETEDSO 17. DAS Flt Recorders - OFFDSO 18. PPCU - RESET, SAFE1 1° . CALIBRATIONS RECEIVED

DSO 20. DAS Recorders - CRASH MODE

GNF 21- DAS Recorder Covers &Heat Shields -INSTALL &REPORT COMPLETION; CONTINUE

e/lFE 22. NASA C/B's 34 thru 32 - IN (In Sequence)

-5- 11/29/84

. ~.

F-7

CP 5.

21/CP 6.

FE 7.

TECH 8.FE 9.

FTS 10.

FTS 1I.

CP/FE 12.

. : '.'

cm FLIGHT CARDS .

F. TERMINATION CHECK - 07:56/07:26DSO 1. Power Pallet Checkout Unit (PPCU) -

INSTALLEDOSO 2. PPCU Safe/Arm - SAFEOSO 3. PPCU Power - ON

DSO 4. PPCU Setup - COMPLETEa. Cameras OFF (Green Light)b. Squib RESET (Green Light)c. Safe/Arm Safe (Red Light)

Autopil ot - OFFThrottles - MID POSITIONNASA Aux Panel CIS 36 - OUTVERIFY C/S 12 AND 36 OUTNASA LIGHT PANEL ENGINE KILL LIGHTS (4)GREENOn Short Count, Arm Sw - UP (HOLD ONESEC) (Safe Li ght Out, Arm Li ght On)On Short Count, Terminate Sw - UP 4 SECTHEN DOWN

OBSERVE: Throttles Retard to Idle,Stabilizer Drives LEU and NASA Light

. -Panel Engine Kill Lights 3 &4 - REO.NOTE: Kill Light No.2 Red After 30Seconds. (Verifies AircraftTermination)

-6- 11/29/84

F-8

DSO 13.

FTS 14.

FTS 15.

16.

C?/FE 17.

FE 18.

FE 19.

TECH 20.

FE 21.

FE 22.Cl' 23.

FE/GND 24.

CP 25.. CP 26.

. DSO 27.

DSO 28.

crn FLIGHT CARDS

SYSTEMS ACTIVATEDa. Squib Light Out

b. Camera Light Out (After 4 Sec)Terminate Sw Guard - DOWN

Arm Sw Guard - DOWN

Terminate, System Reset

a. P5 Stab Trim Control CIS - OUTb. NASA CIS's 1 &2 - OUTc. Terminate Relay Box Green Lite - OUTd. NASA CIS's 1 &2- INe. PS Stab Trim Control CIS - INf. Terminate Relay Box Green Lite - ONg. Uplink Relay Box Sw S1- RESETh. NASA LITE PANEL ENGINE KILL

LITES (4) GREENOBSERVE: Throttles Return to InitialPosition. Retrim Stabilizer as Req.

NASA Panel cia 8 - OUT

NASA Aux Panel CIB 36 - INNASA AUX PANEL C/S 36 IN

NASA Light Panel Engine Kill Lights (4)

- GREEN

P5 Throttle C/B's (2) - OUTI HA'IE CONTROL

Duel Ground Air Carts - ON

Motor 2 &3Hydraulic Press ---DAS Instr Master Pwr - OFF

CheCKout Console - READY FOR FLIGHT

-7- 11/29/84

F-9

DSO

1

CIO FL!GHT CARDS

...29. Non Flight Gear - REMOVED30. START PHOTO SYSTEM SETUP TO CRASH MODE;

DSO CALL COMPLETE

1

CP

FE/GRD

FE

G. PRE ENGINE START HOLD - 08:00/07:301 1. START HOLD UNTIL 08:10/07:40

H. DEGRADER/ENGINE START - 08:10/07:40

CP 1. CID PRE-ENGINE START CHECKLIST -COMPLETE

FE 2. P6 FIREX C/S's (6) - IN

CP 3. Aux Hyd Pumps - ONrt 4. Main Boost ?umps - ON

5. OK TO START DEGRADER NO. --6. Degrader Idle - SELECTED7. Dual Ground Air Carts - ON

8. AIR MANIFOLD PRESSURE - --(30 PSI MINIMUM)

FE 9. Lube Pump - ONFE 10. Fan - EXT PWR (ON)FE 11. SPEED COMMAND 18K, AUTO

FE 12. FUEL BYPASS MANUAL/CLOSED

FE 13. Ground Start - ON

FE 14. Shutoff/Regulator Valves - ENABLEFE 15. Fault Light - RESET1 16. LUBE &FUEL PRESSURE OKFE 17. Run/Stop - RUN, RPM

-8- 11/29/84

CID FLIGHT CARDS

1 23.

FE 24.CP 25.

FE/GNO 26.FE 27.1 28.

FE 18.1 19.

CP 20.FE 21.

CP 22.

4 GREEN SAFE LIGHTSOK FOR ENGINE START NO. ___ENGINE NO. STARTEDBleed Start - ON

Throttle - SLOWLY ADVANCE UNTIL NASA 1CALLS "BLEED VALVE OPEN"BLEED VALVE OPEN (See CIn P-40-02 if

Valve Stays Closed)

Ground Start - OFF; Fan - GEN PWRSlowly Retard Throttles - DEGRADER IDLE,RPMFAN TURNINGFuel Bypass - AUTOOK TO GO TO NEXT DEGRADER - REPEAT ITEMS8-27

FE/GND 29. Engine #4 Started, Ground Air - OFFFE 30. NASA Sw #21 &#22 - OFFFE 31. P3 #3 Inst Xformer - OUT

FE 32. Generator Freq &Voltages - CHECKED

FE 33. Essential Power - GEN 4,3,2,1No Failure Lights, AUTO

FE 34. Gen Breakers - CLOSEFE 35. NASA SW #22 &21 - ON (IN ORDER)FE 36. P3 #3 Inst Xformer CIB - IN21 37. DOWNLINK GOOD

-TECH 38. Throttle Gang Bar - INSTALLEDCP 39. CIO AFTER START elL COMPLETE

-9- 11 129/84

F-ll

CID FLIGHT CARDS

I. TRANSFER TO GROUND CONTROL - 08:31/08:01

CP 1. N.W. Steering - ENABLE21 2. Throttle - TRIMCP 3. Normal Idle - SELECTEDFE 4. P5 Throttle C/B's (2) - IN

FES. NASA CIB 8 - INCP 6. Rudder &Aileron Trim - CENTEREDCP 7. RUDDER BOOST GOODCP 8. Controls - CENTER AND HOLD21 9. Roll &YAW - CENTERED

21 10. Pitch - TRIMMED TO 0 COUNTSCP 11. Autopilot - ON, GS AUTO21 12. Control SweepsCP 13. YOU HAVE CONTROLCP 14. Autopilot - OFF, MANUAL21 15. N.W. Steering - ENABLECP 16. Flaps - 30CP 17. RPRV Flap - ENABLE21 18. RPV Flap - ENABLE833/21 19. L/G Handle - DOWN21 20. land Gear - ENABLECP 21. Land Gear - ENABLE

CP 22. Stab - TRIM TO 2.5. UNITS NOSE UP21 23. Roll &Yaw - CENTERED21 24. Pitch - TRIMMED TO a COUNTSCP 25. Roll - CENTERED

-10- 11/29/84

F-12

cm FLIGHT CARDS

TECH 26. Column Position Fixture - INSTALLEDCP 27. Autopilot - ON; GIS AUTOTECH 28. Column Position Fixture - REMOVEDCP 29. Forces - RELEASEDCP 30. NO AUTO TRIM MOTION

CP 31. AUTOPILOT TRIM INDICATOR WITHIN 1 NEEDLE

OF NULLTECH 32. Autopilot &GIS Locking Devices ­

INSTALLCP/21 33. V1t tVr ,V 2:__

EPR , Vref

__

21 34. ALTIMETER SET 2300 FT.

J. OAS SYSTEM ACTIVATION - 08:36/08:06OSO 1. START DAS SETUP TO CRASH MODE; CALL

COMPLETE; CONTINUE WITH ITEM ~,),

2. After Item 1 complete:

OSOl a. OAS MONITOR CHANNELS OK

NASA IS 3. Receiving & Freqs.(Should be 2207.5 &2278.5)

NASA 16 4. Receiving & Freqs.(Should be 2207.5 &2278.5)

TRIPLEX 5. Receiving & Freqs.(Should be 2242.5 &2228.5)

FE 6. CIa BEFORE-EGRESS C/L - COMPLETE

-11- 11/29/84

F-13

crn FL!GHT CARDS

K. FINAL SYSTEMS ACTIVAT:ON - 08:40/08":10

TECH 1. DFOR C/B - INTECH 2. DFDR Pwr Sw - CRASHCP 3. Parking Brake - ON£TE 4. RADIO CHECK, PHOTO 2

1 5. CONTROL SYS READY FOR- RCV T/O

F~ e,\ '-1u.. \'\ ~ Re.A.~ \ ~e,.L. PRE-EGRESS HOLD - 08:50/08:20 c-

1 1. START HOLD UNTIL 08:55/08:25

OR UNTIL NASA 25 CALLS 5 MINTO LAKEBED CLEAR

M. EGRESSTECH l. French Seat ActivationTECH a. Battery Plugs (2) - CONNECT

TECH b. Speed Selector Sw. - LOADTECH c. Tape Recorder Pwr. - ONTECH d. TAPE RECORDER STOP LIGHT ON; SIGNAL

CONDITIONER LED INDICATOR LIGHTS OFFTECH e. Speed Selector Sw. - 7-1/2TECH f. Yellow Record Button/Tape Forward

(» Movement Button - DEPRESS AND

HOLD (together)TECH g. Tape Forward Movement Button -

RELEASETECH h. Yellow Record Button -RELEASETECH i. TAPE WHEEL ROTATION/RECORD LIGHT ON

-12- 11/29/84

F-14

---------~

--

1CP

CID FLIGHT CARDS

2. READY FOR EGRESS3. GUARD L/G HANDLE DOWN

I: "

GND MLG Downlocks &Chocks - REMOVED

CP 4. GUARD L/G HANDLE DOWN

GND Nosewheel Chock - INSTALLEDNosegear Pin - REMOVED

21 5. Brakes - SETCP 6. Brakes - SET; Parking 8rake - OFFCP 7. Overhead Panel Ignition SWS (4) -

Flight Start

TECH 8. Engr. Panel Oil &Gen Cooling Sw. -OVERRIDE

TECH 9. Fuel Bypass (4) rAUTO/CLOSED(Ve.0ttC-V-..l:_lVf\)TECH 10. NASA Panel C/B #12 - IN

TECH 11. NO LITETECH/CP 12. Final Cockpit Scan - COMPLETETECH 13. JPL Cockpit Camera - Swing into PlaceNASA 25 14. Egress COMPLETE &DOOR SECURE1 15. SPORT-NASA 1, RADIO CHECK

NASA 25 16. LAKE BED CLEAR

NASA 2S 17. Nose Gear Chock - REMOVED

NASA 25 18. AIRCRAFT CLEAR FOR BRAKE RELEASE

1 19. With New Tape, S Band Recorders - ON

NASA 15/16 20. With New Tape, S Band Recorders - ON

-13 - 11/29/84

F-15 .. "

'..'. N.

1

21

21

21

21

21

CIO FLIGHT CARDS

TAKEOFF - RCV - 09:00/08:30

1. Call for T/O Clearance2. Trim- -----3. 3-2-1 BRAKE RELEASE

NOTE: No Pitch Inputs Till Rotation4. At 80 Knots: N.W. Steering - DISABLED5. Call Vl t VR t V26. UTILITY PRESS __t POSITIVE RATE ­

GEAR UP

o. cm PROFILE1. Downwi nd:

FTE21

CYC

CYC

21

21

21

21

21

21

21

21

21

d. RADIO CHECK, PHOTO 2b. RADIO CHECK, RON WAITE

:::I:Kt-~ 'f' c..o lY\ (ll

c. ~ CHECK t SA'F 1:-LI'tte "'~...o~'Y\. l"I\

d. ~ CHECK t DSOe. Terminal Guide - ONf. Auto throttles - ONg. Throttles - SET FOR GO~AROUNO

2. FINALa. 1200 FTb. 1000 FT

c. sao FT: JPL Nose Camera -ON(Silent)

d. 400 FTe. 300 FT

f. 200 FT

-14- 11/29/84

F-16\I" •.-

CID FLIGHT CARDS

g. 150 FT:Batt. &Lights - ON(Silent)

21 Recorders - On(Silent)

PHOTO 2 Lakebed Cameras - On(Silent)

. PTS Arm Sw - UP & HOLD(10 SEC) (Silent)

21 h. 100 FT: Cameras - On (Silent)If Go Around Made Above 150 FT;1. JPL Camera - OFF

oREPEAT CIO PROFILE, Item ~

21 -3 • I f- .frt>-A.roond--.'4a.de -A.e1ow-150-F- t ;--

21 a. Je! Camera .,.-OFE_

FTS &-. gea, ill Sw - ~M--FTS -e. AF'1ft" Sw Gtle-rd ----9QJ.om.

ALL d. 60 To LANe ON A~ RtlNW~

'-eHECKL IS1

833 4. IMPACT21 5. Antenna Disable Select SW - DISABLEFTS 6. After Slideout - Dearm Sw - DEARMFTS 7. Arm Sw Guard - DOWN1 8. NASA 25, YOU'RE CLEARED TO FOLLOW POST

IMPACT GROUND OPS PLAN

. /",,21.. :21

-15- 11/29/84

F-17 )1>:.

CID FLIGHT PROCEDURES From CID 84-28a

A. CONTINUE MISSION1/21 1. WE ARE FOLLOWING FLIGHT CARDS

B. MAINTAIN HOLDING PATTERN

1/21 1. WE ARE GOING TO HOLDING PATTERN1 2. NASA 701, JOIN UP WITH 8331 3~ CYC~ GIVE ME A TIME TO AIRBORNE ABORT

SYS MAN 4. MAKE RECOMMENDATION TO NASA 1

21 5. PROCEEDING TO FLIGHT PROCEDURE

C. LAND ON A80RT RUNWAY1/21 1. WE ARE LANDING ON 2S1 2. NASA 701, JOIN UP WITH 8331 3. NASA 25, PREPARE FOR LAKEBED 25 RECOVERY

21 4. Downwind:a. Rway 25 Guidance

b. Auto Guidance

c. Fl aps - 30

21 ~. Final:

a. Gear - DOWNb. Flaps - 40

21 6. After Touchdowna. Flaps - 50

b. ENGINE SHUTDOWN AS REQDc. Brakes - AS REQUIRED

21 7. After Full Stop:a. Remaining Engs - SHUTDOWN

F-18

D. CONTINUE MISSION WITH NO-GO-AROUND1/21 1. WE ARE CONTINUING MISSION WITH NO-GO-AROUND1 2. NO GO-AROUND CALLS WILL BE ACCEPTED FROM

THIS POINT ON21 3. CONTINUING FLIGHT CARDS FROM ITEM

01. CONTINUE MISSION WITH NO POSSIBLE LANDING21 1. WE ARE CONTINUING MISSION WITH NO LANDING

POSSIBLE21 2. CONTINUING FLIGHT CARDS FROM ITEM

E. LAND ON NEAREST LAKEBED1/21 1. WE ARE GOING TO NEAREST lAKEBED1 2. NASA 701, JOIN UP WITH 833

21 3. NASA 25, PREPARE FOR LAKEBED RECOVERY4. Follow Dryden Emergency Response Plan

21 S. GUIDANCE - SET AS AVAILABLE21 6. Gear - AS REQO21 7. Flaps - AS REQO21 8. If able to Make Lakebed - CONTINUE

9. If Unable to Make Lakebed - PROCEED TOIMPACT OFF SITE

21 10. After Touchdown

a. Shutdown Eng - AS REQDb. Flaps - 50

21 11. After Full Stop:a. Brakes - As Requiredb. Remaining Eng - SHUTDOWN

E1. ABORT ON TAKEOFF21 :. Aircraft System Failure - ABORT1 2. Prior to VI, Ground System Failure - 21 -

ABORT1 3. NASA 25, PREPARE FOR LAKEBED 17 RECOVERY

F-19

F. IMPACT OFF SITE1/21 1. IF ON FINAL:

a. Follow FLIGHT CARDS1/21 2. If not on final. but RgentlyR descending:

a. Follow FLIGHT CARDSb. Notify NASA 25 for fire departmentcoveragec. Follow Dryden Emergency Response Plan

1/21 3. If high rate of descent:a. Arm Sw - UP (1 SEC)

•21 b. Battery Lights &Cameras - ON

G. TERMINATION1/21 1. TERMINATE PER PROCEDURES1 2. Primary Transmitter Selected

a. Safe light - ONb. Arm Light - OUTc. FTS Signal Strength Greater than 30DBM

OTHERWISEd. Select Backup Transmitter

1 3. Arm Switch - UP 1 SECONDa. Safe Light - aUT

b. Arm Light - ON1 4. Terminate Switch - UP 4 SECONDS THEN DOWN1 5. Follow Dryden Emergency Response Plan

F-20

APPENDIX G

AIRCRAFT CONFIGURATION

I' "

11/27/84DATE -.......;;;....;.....;..-..:.....:._-015CIO FLIGHi NO.

TAKEOFF CONFIGURATION

Airplane

19.9~ MACEmpty C.G.Empty Weight 124.397

Fue 1 Typ e A_M_K _

Reser-ves

L

2653

R

2653 1 b s

Outboard Mains 15.075 15.075 1b s

Inboard Mains 14.552 14.392 lbs

Center Wing 11,6581bs.

Total Weight _;;;..20..;.,.0:.....;.•~6:...;;5..::5__ C• G• 22.6~ MAC

Fuel Degrader Status 1 .' 2 3 4

Operational

By Passed-Power ON

By Passed-Power OFF

x

x

x

x

x

x

x

x

ADDITIONAL COMMENTS:

---- ._-----------------------

"

CIO Flight 015

Flight Data Recorders:

Fa;.rchi1d: Operational

Lockheed: Operational

Sunstrand: Operational

Lear: Installed but not operation~l

Navy: Operational

____V~oice Recorder: Operational

French Seat Oata Systems: Operationdl

G-2

Date: 11/27/84

PRE ENG~E START

FUEL USEO FROM C.W. TANK

IMPACT

CID MISSION

WEIGHT AND BALANCE

GROSS ~T 200,d55 LBS

C.G. 22.6% MAC

8 t 072 LBS

GROSS WT 192 t 383

C.G. 24.2$ MAC

76 t 058 LBS OF AMK WAS LOAD EO FOR THE CIa MISSION

G-3

,"

APPENDIX H

FLIGHT PROFILE

· .... ~ ..I-

cro FLIGHT 015 OAT E: 1 0ECE~., ~ E~ l 9R4

FLlGHT PROFILE

TAKEOFF RUNWAY: TAKEOFF ON ~UNWAY 17

COMPLEXES 1. 2, le. ~EST RANGE ~[T~ ALPHAWORK AREAS:-~-~---;,.....-.....:...._---~----~-----..;~-----

CORRIDOR. RESTRICTED AREA 2515

ALT~qNATE LANDING RUNWAY: LAKEBED 2S------------------

SURFACE TO 10,000 FEET MSL rN COMPLEXESALTITUDE LIMITS: ---------.;------------------1, 2, lC AND RESTRIC7ED AREA 2515. SURFACE TO 10,000 FE~T

MSL IN WEST RANGE AND ALPHA CORRIDOR.

:':RSPEED LIMITS:

H-l

:/~

. ".~

-'

, ,

~,,\ \

~: AD6J·264,

)

\t'""o~po. 'l......:~

,"~ .

. ~')'~';7..... ",.~v.....' I,q\

/'/

I

I'.

\

", \

·1 /~\' :. /'

,y

.. \\

"\~. "f'»':' \ -

/"

'". ~u"~...... ! s ..o~"t.\)/j ,

~v"c~'- ,)<'4

~,iI#1J"",a(!o

""':"c1 ' ;\

/./

~;~-::

l

/1f

'.

,\ ',..., l

\

'- I l t('\ ,- ~ I t ..,.\"o - J ~

'1 ~~~.... ,,_< ,-.l,I'\\ \.-•• c.

i'0..,t"

~'\\~t>

~'

\\

/~r

/ I

:\ '<.'), /.~.'\ ~\ -:' ?:///~\.,

::DI

N

• I

APPENDIX I

AIRBORNE SUPPORT

·,

~IRBORNE SUPPORr - ern FINAL MISSION (12/1/84)

NASA UH-l Photo Support HelicopterTail Number = 734Call Sign = NASA 734

Ann'! UH-l F'hoto Support Hel i copterTail Nu~ber = 1~331

Call Sign - Army 331

1. Depart N~SA ramp for tmpact SIte approxim~telv

30 minLlt~s before NASH 833 t<7<,ke-off. (NAS~1 734desiqnat.ed "Lead")

2. After NASA 833 t.:.3!·eo·ff.,:;i,?t. up :"'oICE> treKl:pattern on east slde (NASH 7:41 ~nd west slde\Armv $31) of ero approaen traCk.

3. Par~llel NASA 833 final approach 2t an offsetdistollce of appr"o:::ii1iat ..~ll 7'5',) feet an1j :::05(' ~1S!_

from final approach through lmpact and':::11 de-o'_lt."

~. HCh'er in place :'or '::\ppr(:J):ll1l,?tel~... lO minutesafter the 8720 h~s come to rest.

5. ~rmv 331. em ok~V q-IJIfl NASA 25. L~nd

appr-o;: 1 matel'y' lU(H) feet west 0+ c:amer-~, 51 t.e#5.Onboard photographer will retrIEve camera ~5

and return to the hellcopter. Army 331 thenrooet.'_lrn t a NASA r dlnp.

6. NAS~ 734. after ~rmv 3:1 dep~rt~ ~nd on ok~v

trom NASA 25~ flv =" tr",ck p~\I".:dlel tel the ~':,LD

~pproach pdth from impact p01nt to the pOlnt at~JhlCh triE> EC'''2(1 Co.'lme t·:.1 rGlst.!'l,' ~ cln:lcaround the entlre impact site and thEn landappro),:imate1 i 1')(1') fec,:?t n\~rthe:a5t CIt tIl': imp,;"c:teite. Do not approach the B72~ or theslide-ollt path ~n'! r.=loser than ?5(:l teet~~nlj

altltude of 3050 fe~t MSL unless cleared to dO

'~o by NHSA 25.Hrmv 331. ~fter unloadIng photoqr~phers ~~d

boarding FA~ photoqr~pher5~ return to the.lmpact Slt'? (after QI,,:;;.~,.. from I'IHSH .25,1. Fly t"'JO

circular orbits around the enti~e 1mpact.s11,je-o l_lt • .ilnd ';-ir',al lOCiltlon 0-;- the U·~>:)

keeping at least 750 feet l~terAl and verticaldlSt.:tl-'C2 '_lrde5s cl~.::~\red ,:105121"" 0'0' 1':{~':it-1 :"':':::.n"',<:!n I~et'.lrn to UH=: W-iS,:", r-amp.

1-1,'

.... t

t,il RBOF:NE SUF'F'OF:T - C.r D F I/'IAL M! 85 rON (12/1.;:34) " f, Con t. )

Navy P-3 Photo SupportJail Number = 149671Call Sign = Bloodhound

,:,~,l 1

(in riutes,1= on t 1 ntt~·~

1 '"''oJ

L Arrive Ed",~ards ar-e£:l appro::imatelv 30 IflinLltesbefore NASA 8~3 take-off at 7300 feet MSL.

~. Or-bIt in tl,e ,,.icinlt'/o+ tt-I!';? ECI~I,",r-ds rACi~N

until take-cff of the 8720. Then, set up arace track pattern allowing the P-J tophotoqr-aph NASA 833 fr-om take-otf throughimpact and slide-out.

3~ CIrcla the Impact SIte andphotographIng tor appro~lm~teL~

6f ter 1. rnp6ct.4. M~lnt.in altitude below 8000 feet MSL at

times.5. Contact Edwar-ds tower- tor landinq on the actI'/S

Edwards runway to unload vldeo tape~ and thenreturn to Pt. Muqu.

NASA I<',lllg Al r- Chase SupportTail Number = 701Call Si.<;Jn = ~IASf1 71) 1

1 •

-.. .

r ah:l-c:J+ f on mal r, t,a<;e r:_lriwa'/ apprC'~; llna tfEl ',.ml~utes before NASA 833 take-off.

2. Perform we3ther chec~ ~t th~ Impact SIte.JOln up WIth NASA 833 at t.ke-o~t.

Flv ::t::'ll",ddi-d ch:\se PI:iSltlon l.le'ftre3rl WIth NASA 833 until the turn to fin21 forthe imp~ct '5i teo

5. As ~.'ASA 833 starts t·o descerlct. In~alnt:11rl 4.~()(Jfeet MSL Llntll crossing r-l..lnwav 25. Therl l:w-nto the northeast dnd establish -::i holdlne.;pattern over the bombing r-allge until NASA 833impacts or ~aves off at the impact sitaeIn the event of a wave-off~ join up with NASA833 for the doprcach/landing on r-unwav ~5 crr""+?peat i terns #4-~ for- a $E?con(j :?,'ttempt.Cont,,:,\C t Edwar-os to~~er '~(Jr- lar,dl nu '~n mal n t,,o\$·9r· u.n t,.l~. '"," ..

1-2

.'; 1. '

' ..~, ,- -- ,-.'-- ,_.. ..-

AIRBORNE SUPPORT - ere FINAL MISSION (12/1/84)

Air Force UH-l Security Su~port

Tail Number = 464Call Sign = Rick 24 (2~)

(Cant. )

1. r ..:ike-a-tf ~ppro~·~ii·ndtel·i 45 )nintJtes prIor t.:.(= j'~HSH

833 take-off and make a secur1ty 5~eep at the"SterIle Area" •

.;;,. fake LIp a lc;lter PO'Eitlon SOl_Itt-. 0+. ;:\nd '.)utsideo'i' ~ trl e "St l~r' i 1 e (;;r e a" sou t: l-lE:?r n b OLtrl;j ,3.r '. ~

In<..~intaining e-,ltltude belQL'1 ,::::::,~)() feet MSL.3. Af'ter l:npac·t~ or· landlnq or, run~la~; 2~4 cant~c·t

Ec:1,'l2rd= ':ol\jer t':Jt- lc:;ndiflq.

1. NASA 701 enter pr~determlned holdinq patternover t~H= bomblng r·ange at 46'Y' teet l":SL.

2. NASA 734 ",nd ,~r'm".::31 (NASA 734 = "Lead I. ) mo·:':?to a pasi tl en 21pprc:: i matel y 1 mIL e nOI-triwO:'sl: ,:Jfthe 1mpact site and hover until the flight 15resumed. fhen retur~ to designated areas dtthe 1mpact si teoR1Ck ~~ ~nd 810cdhcund :8 contlnuc ~5 be~Gr?

NASA 1 c~..~l.L$, for" fel"'lllnate"

1. 1'lf.~S~ ,oJ ~ Nt;S':";~34. 2nd Hrmy' ':::31 t::Gnt,~c tEdward~ tower tor immed1ata landing.

2a. 1::(1 e·odhound ,38 cem t: i nLle t'll t r"etLirn t.o F't:. MUClLt

wlthout landing at Ewards AFB.2b. If normal termlnaticn is not apparent ~ithIn 15

~econds. Bloodhound 38 depart the are~

lmmediatel~ in a direct10n OPPoslta th~t otNAS,:,,; 833. malntaining an 61titude ~t or below8000 feet MSL~ ~nd return to Pt. Muqu.

:::C\. ~:ic:k "24 ~:::) ~ a·Fter" r,·!?~S~'; ~33~3 l~np.':-ict:. Ltn.lc:C1,·j

5~curl t'", pol ic:.;? :It the 1mp,:lctsi t(:? .ioU·,'':: I''';;;t:.'_trn

to ti'H:? con'.o\/ al~e,,~ \il"1t.~?rsec:t,\I:;n 0+ ;-1,,\;-,1-'103'.: 1-;~ I-'j cJ :..22 (J ".,' (?r r""" l_tn) t.I.J be I:' t-· (j ~..~ h 2 :...:; i-, -~=; 1 ,~c-.... ·'-I.~ Ci ;n,n{:.i', d e t·- • --

30.=e(:cl'~l::5" cc:"=r",'I..:. d'': t. ~.. ;-·I~?

1. ns 1':,'UC 1.1 ~jn;:.

i~ not ~ppar~nt wlthlni'iF !,:GlHilland Fc,:; t.

1 '::'

1-3

-_.~._- --~-7' _ ...-.~ -:-.._~ •..-~- - ......... --_.

",/

EVENT~AND TIME TABLE

CID POST-IMPACT GROUND OPERATIONS

ACTIVITIES RESPONSIBILITY

GOM/CC/NASA 25 NASA

IMPACT CID TEAM

CRASH FIRE RESCUE USAF

SECURITY USAF/NASA

SAFING NASA

AMK EXPERIMENT FAA/JPLDOCUMENTATION

CRASHWORTHINESS/FIRE FAA/JPLSAFETY EXPERIMENTDOCUMENTATION

POST-IMPACT FAAINVESTIGATION

EXPERI~ENT!EOUIP~ENT FAA/NASAREMOVAL

720 CARCASS REMOVAL F~~/NASA

SITE CLEAN-UP USAF

OPERATING PERIOD

T-3 hrs thru T+1/2 DAY

T-o

T+1 MIN. thru 30 MIN.

T-14 DAYS thru DURATION

T+30 MIN. thru 1/2 DAY

T+1/2 DAY thru T+2 DAYT+9 DAY chru T+10 DAY

T+1/2 DAY thru T+3 DAYT+9 DAY thru T+10 DAY

T+4 DAY thru T+8 DAY

T+ 11 DAY thru T+ 15 DAY

T+15 DAY thru T+29 DAY

T+30 DAY thru T+37 DAY

FroID 1+0 to T+37 DAY - NO SMOKING SHALL BE PERMI'ITED WITHIN THECONRTROLLED AREA OF THE IMPACT SITE

I-4-

eID ~ISSION WEATHER CON~1T!O~S DEC 1, 198u

E=WARCS A~E W~ATHER STAT!ON OBSERVATIONS:

09 10

\-.'1 rn CALM CALM

TE:1PERATUP E

FRESSURE @2302 FT MSL

43 °FI 6 °C

27,660 "HG

48°F 1 8.8°C

27.675 "HG /SUR~ACE WINDS FROM EAST OF THE LAKEBED AT 09:25 PST:

LO':AT I ON ON LEI1HM' N RIDGEJ 50 FT AGL 318/06 KTS'oJ I • • 1"'\.

EA~/ CF 11 /I 200 ""T AGL 286/04 ",....., . ij

NORT~ CF " " 271/03 "WEST OF " " 175/02 "

SOUTH OF " " 289/02 11 (VRBl)

UP?ER~JR WINDS hND TEMPERATURES:no'):: Dc:'''-oJ _ '-..,/ I'~!

7.87.16.4

3.5

c: 5 or...). -8,5

6,2 °C7.2'" ...G.;;7 LlJ , ,

7,26,7

)(.7/07_ .,J.J,

')0:.' InJ"'"'--~ -

2'?3/1G

WjND

3!47/02308102

~ooo .

i:-.F ?ROi I :·~;'.TE,- -,~ -- ""'sonc· 'J ,0 II:;., j " oJTEj~PEi=,A TUREr~ISSION.

RE:...~ T ! VE HUM 1DI T rE.5 WE? E L: 5% .4T STA. T ION LEV EL ~FT ~SL AND 45% AT 4500 ~SL, STATION JEW ?OINT=~~~ED FROM 25 TO 28°F DURING THE HOUR OF THE

~PP~A~ANCE C~ T~E RIS!NG AND TRAILING SMOKE PLUME [NJICATEDVERY LIG~T ~:NJS IN THE LCWEST ~EW HUNDRED FEET A~J ATHIGHER LE~ELS PE~~~?S 4 KNOTS OR sa STRONGER WITH THET2AJECTC?Y V~RYiNG IN DIRECT!ON.

--EHERN2ERGER 12/1/841:':5- --

" .. ..'

CID FLIGHT

WEATHER:

.,

015

TIME 0700-1300

DATE: 1 DECEMBER 84

lSKSCT. VIS 7 MI INCREASING Tn LT HAZE

20 MI • BY 0900

SFC WINOS S~ 6, DECREASING Tn L/V BY OQOO

FREQUENCIES: UHF PRIMARY 347.1VHF PR~MARY 122.85

CR£:'A IN N"A SA 833: MC MURTRY~HORTON

arSCAYARTDENNIS

CRE'..l IN NASA 21: FUL TO NcnOP£R

CONTROLLER NASA 1 : ALBRECHT

NOTES: 1, IFF SET TO 4335

2, PA-30 8G8 ON STANDBY.

1-6

P I I.. 0 T : Sr: H~! E: ,; E :l

- ~ ,,:,-,,---,_...~.-~._~ ... ,.- -------~--""_...... --:.. .....:.._,~--_. __ ... -..- ... - ... --_.- --- ----_ .. -_." . -- - ..• "--- -_.

NAVY P-3

A~M'I Ul,-l-\

NASA UI-I-\

NA 5 A l</A

TIN ~ I~ c:.) ~ -, I

eL..:oOOII-IOUNO 38~"/c.o R ~Oet:t2."5

N I ~c:, '3 E:

T IN ~ I l.. :? '3 1A~"","'Y '33\MAS. L- A\N~e"Nc..'CN 1S'~3 0

TIN ~ 134NASA 1'3~

RON Gc::~O~ 5N 15~~ C.

TIN: 70 1NASA 70 IBoe INNI5

N I S''''l '3 13

--"'-"

U 5A r= U~-I

6/u C. H,o.5 I:

TIN : 4('~~ \ C. 1<' 'Z.""'ll'VlA::;. CO\;>.w'AN

,

T/N -:. 60eNASA e081::0 Sc..\0-4NIi:\OiE"~

(~lC.l<: 2'2. ~

(~1-lIt-L-1 1='5 ')

I-7

·,

eIn MISSION

WEIGHT A~O BALANCE

PRE ENG~E START

FUEL USED FROM C.W. TANK

IMPACT

GROSS ~T 200,455 LBS

e.G. 22.6% MAC

8 t 072 LBS

GROSS WT 192,383

C.G. 24.2$ MAC

76 t 058 LBS OF AMK WAS LOADEO FOR THE eIO MISSION

I-a

NAVY P-3

A ~ 1'1\'1 U~- \

NASA u~l-I

NA 5 A I</A

TIN ~ t.4 Co) c.. -, I

e'~OOO~OUNO '38~T/c.o n.. r.40et!:~Te

N I 5Ci 3 Eo:

T IN ~ I C. 3 -; I

Ar<""~ "331M A SO. L.,..v.J i.2. eoN c.~N IS"Q3 0

TIN'lL -'34NASA 1'34RON Ge:~O~ 5N ISC,:? C.

TIN: '70 I

NASA 70 IBOG INNl5N 1'5''-) 3 13

USA 1= UI-4-1 TIN: 4(.-4R \C.I< 24MAS. CO'-'AN.

(RLC.I< 2'2.1(PI-lll.-l-I P5 ')

13/u CHA5t: TiN ~ eoeNASA eoaE 0 Sc.~ N 1:\ 0 ~r:z.

1-.9

APPENDIX J

FLIGHT WEATHER

CID MISSION WEATHER CON~fT!O~S DEC 11 1984

E~WARDS AFE WFATHER STATION OBSERVATIONS:

T: ~1E J ;::51 09 10

~:Itn.. CALM CALM

TE;1PERA TUP E 43 °FI 6 °e 48°F 1 8,8°e

FRESSURE .... "...-Oo"""l, FT ,-\s L 27.660 IIHG 27.675 "HG /:J;~)L

SUp.~~CE \'/1 NDS FROivj EAST OF THE L.A.KEBED AT 09:25 PST:

LOCATiON ON LE1IHM'N RIDGE, 50 FT AGL 318/06 KTS'..,.J 11.1"'\.

E,~ST,..,- II II 200 I:T AGL 286/04 "\.1 ;- • I

NORT~ OF II " 271/03 /I

WEST OF II II 175/02 II

SOUTH OF II II 289/02 11 (VRBL)

UP?ER~!R ~INDS hND TEMPERATURES:

,~L T I T'_~:E J

2_,.,"''"'; ,I ._' "" o,.J

~ooo

.::,,', '.-,

.... '-.. '.J \.;

t:.,.. "" 0:: II ~ ,,_, _ ;';E,~.Sr..;RED

WIND3!~7 102308/0222S/G3..../1:. 1 In J""'--~ .

2'?3/1G

AT 05 PSTTE~~PERA Ti..:RE

6,2 °C7.2

7,47.26.7

EST I ~'\A T~D 1:0;::TEt"iPE~;'.TURE

5.5 O(

8,5

.3.57.87,16,4

RE~ATIVE HUMIDITIES WERE U5% AT ST~TION LEVELlC.,.. ~...~I ,-, ... 1,C::I1 ,'T 1·C,!10 ""s· CTA""ON :-1""" ::>(",1"""! i I .') L.- ;..... t ~ .l.i ..., ..,; ,', ,-. I ~ .." '-' ~. I.- I ......' t • I l I J.., \: '" 1....,.. iii

~A~SED FROM 25 TO 28°F DURING THE HOUR OF TH~

ApP~A~ANCE SF T~E RISING AND TRAILING SMOKE PLUME [r:DICATEDVERY LIG~T A~N:S IN THE LcwEST FEW HUNDRED FEET AND ATHIGHER L~VELS PE~~APS 4 KNOTS OR sa STRONGER WITH THET~AJECTC?Y V~~~iNG IN DIRECTION.

-~EHERNaERSER 12/1/84J-l ....".

, .

cra FLIGHT

WEATHER:

015

TIME 0700-1300

DATE: 1 DECEMBER 84

15K seT, VIS 7 MI INCREAS!NG Tn LT HAZE

20 MI + BY 0900

SFC ~INOS SW 6, DECREASING Tn L/V BY Oqoo

FREQUENCIES: UHF PRrMARY 347 . 1VHF PRIMARY 122.85

CR::~ IN NASA 833: MC MURTRY

~HORTONBISCAYARTDENNIS

CRE',4 ! N NASA 21: FU LTO NCOOPER

CONTROLLER NASA 1 : ALBRECHT

NOTES: 1. IFF SET TO J.335

2. PA-30 808 ON STANDBY.

J-2

w· o

APPENDIX K

MISSION TIME LINE - PLANNED/ACTUAL

6:48:19

7:25:00

7:28:10

7:28:50

7:29:36

7:30:06

7:30:35

7:30:45

7:31:50

7:32:28

7:32:44

7:34:22

7:34:54

7:36:11

7:37:00

7:38:11

7:39:10

7:40:04

7:41:03

7:42:00

7:43:25

ACTUAL eln TlMELINE

DECEMBER 1, 1984RECORDED: JOE KRENSELUSKI

NASA 15 needs to resync time codegenerators for D.A.S.

Call-to-Stations

Begin P.-17 p.5 P.

Begin Q.

Q. 1, 2, 3, complete

Uplink verified at 1; if?

*11 complete

Begin R.

R.1 complete

R.6 verified

Begin S.

S.15 complete & ready T.

Ready for Fl ight Cards (5 min ahead)

A. complete (p.1 of Flight Cards)

B• complete

C• for degrader #1 complete

C• for degrader #2 complete

C• for degrader #3 complete

C. for degrader #4 complete

NASA 1 Ok 's access to CIa sit e 25off

r 3 d i 0

Begin D. p.3

K-l

CID PLANNED ,.DAY OF FLIGHT TIMELlNE

DEC 1, 1984

0330 GROUND CREW SHOW

0400 BEGIN EXPERIMENT PREFLIGHTS

0400 NASA 25 ON SITE

0430 AIRCRAFT Cln SYSTEMS PREFLIGHT

0430 DEGRADER BLEED

0500 FUEL SAMPLES

0525 NASA 15 AT AIRCRAFT W. TIME CODE GENERATOR

0530

0640

0725

0740

0800

0800

0810

0830

0835

0850

0855

0900

0910

FLIGHT ENGINEER PREFLIGHT

START 45 MINUTE HOLD FOR WEATHER DECISION

CALL TO STATIONS AND TM TURN ON (0655)

START MISSION CARDS (07l0)

START 10 MINUTE HOLD (0730)

C-BAND BEACON CHECK AT SITE (D730)

DEGRADER/ENGINE START (0740)

BEGIN VIDEO TURN ON (0800)

CHASE TAKEOFF FOR CIa SITE CHECK (0805)

START 5 MINUTE HOLD (0820)

CREW EGRESS (082S)

BRAKE RELEASE/TAKEOFF (0830)

IMPACT (CID) (0840)

K-2

,

7:44:38

7:45:35

7:46:50

7:48:05

7:49:36

7:49:48

7:50:44

7:51:14

7:53:30

7:54:20

7: 57 : 25

7:57:40

7:59:30

3:00:25

8:00:35

8:01:45

8:02:45

8:06:11

8:06:56

15 control sweeps complete

#16 complete

Begin p.4 0.27

D. complete begin 0.1

0.1 complete; Ready E.

E #1, 2, 3, complete (OSO)

#6, 7, 8, complete (050)

#16 in progress

15 - 18 complete (OSO)

#21 complete

Begin F.

F.12 successful

Ready #16

#16 complete

Standing by for #24

#24 complete

15/16 S. Band off (27a comp:ete)

#29 complete(E.21 verified as complete)

8:12:55 ¥30 complete

NO HOLD -

(2:55 behind)

8:13:00

8:14:59

8:16:02

Begin H.

Degrader #1 started

Engine #1 started

K-3

8:17:48

8:19:43

8:20:38

8:20:55

8:21:10

8:23:00

8:24:15

8:24:48

8:26:40

8:27:35

8:28:21

8:29:30

8:30:35

8:23:33

8:37:00

8:38:20

8:40:40

8:42:12

8:43:20

8:44:08

8:45:00

8:48:31

8:49:25

Bleed open (90%)

Degrader #2 started

Engine #2 started

Bleed open (78%)

Bleed off then on again

Degrader #3 started

Engine #3 started

Bleed open (82%)

Degrader #4 started (fluctuations)

Engine #4 started

Bleed open (77%)

701 TID

EPR #1 fluctuations

- At 21 Cycle P-3 CIB's -

701 airborne

Pick-up at *30 p.9

Good EPR's

H. complete; Jegin I(9 min behind)

.#12 Control Sweep complete

p.10 complete (#25)

#32 in progress

Begin J. (wait #32)

J2a complete

Ready #6 (waiting)

K-4

8:52:25

8:53:34

8:54:34

8:58:00

8:58:58

8:59:00

9:00:30

9:01:06

9:06:32

9:07:10

9:08:18

9:12:20

9:12:50

9:13:12

9:14:26

9:14:50

9: 15: 38

9:17:30

9:19:30

9:21:04

J.6 complete. Begin K.(12 min behind)

K. complete

5 . t 1 d 1>1.-mln a c ear; rea y ~gress

crD Site clear

M.1 complete

Ready Egress #2

Holding on #10

#10 complete

- Survival School in Area -

Egress complete

Lake bed clear but termination areais not

#17 complete

- More People in Area -

Chocks Added Again

Chock removed again

M complete; ready TIO

Brake release

Take-off

Begin o.

O.la-d camp lete

O.le-g comp1ete

Visu'al on-site; nose camera

1200 ftK-S

,

9:21:13

9:21:37

9:21:43

9:22:04

9:22:25

9:24:15

1000 ft

600 ft

500 ft ­

200 ft

Impact; Fireball (short duration)

NASA 25 proceeding to Site

K-6

APPENDIX L

eIn MISSION SUMMARIES

CONTROLLED IMPACT DEMONSTRATION

(PRELIMINARY IMPACT REPORT)

by Robert W. Kempel

December 5, 1984

The controlled impact demonstration (CID) flight number 15 was conducted on

December 1, 1984. This flight was the last in a series and was terminated in a

controlled impact on Rogers Dry Lake. The chronology of events were as follows:

1. Brake release 09:13:12

2. Initial roll 09:13:20

3. Rotation 09:14:21.5

4. Liftoff 09:14:24.5

5. Gear . retracted 09:14:48.5

6. Pushover to flnal 09:19:46.5

7. Initial impact 09:22:10.9

8. Total data fail 09:22:12.8

Total flight time from initial roll to impact was 8 minutes and 51 seconds.

Preliminary analysis indicates the following approximate values at impact:

1. Airspeed was 147 knots.

2. Altitude rate was minus 21.6 feet/second.

3. Pitch altitude was zero.

4. Bank angle was left wing down at 11.5 degrees.

The remote takeoff appeared to have proceeded in a relatively typical manner as

compared to previous remote takeoffs. The initial stabilizer 8 was set at -2.4

L-1

degrees (nose up trim) for -2.0 degrees. At approximately 40 seconds into the

takeoff roll, the stabilizer moved to the zero degree position. At the

rotation, the stabilizer was at -3.5 degrees (nose up trim). As the vehicle

accelreated to rotation speed, the pilot commanded nose up; the vehicle responded

positively as liftoff was accomplished.

Pushover to final descent occurred 5 minutes and 25 seconds following rotation.

Impact occurred 2 minutes and 24 seconds following pushover.

The initial final descent appeared to be acceptable with typical high pilot

workload. At about 500 feet above ground level (AGL) , the aircraft began

drifting across the centerline from left to right. At the 200 feet AGL point,

the aircraft was moving rapidly across the centerline from left to right. At

this point, the pilot workload increased dramatically as he attempted to align

the aircraft with the runway. The resultin~ series of turns, similar to a

lateral offset maneuver, resulted in roll oscillations which were continuing at

impact. Peak-to-peak amplitude of the bank angle excursions were approximately

15 degrees. At impact, the vehicle was approximately agligned with the runway,

however, offset to the right.

The autothrottle tracked well to impact. At impact. the vehicle decelerated

and the autothrottle sensed the airspeed error; however. data was lost when the

throttle position was at 277..

L-2

CONTROLLED IMPACT DEMONSTRATION

(FINAL IMPACT REPORT)

by Robert W. Kempel

December 21, 1984

The preliminary impact report was completed on December 5, 1984. and is included

as part of this report. The telemetered downlink data have now been processed

through our computer and final impact parameters may be presented. The revised

chronology of events as determined by the processed data is as follows:

1- Brake release 09:13:12

2. Initial roll 09: 13: 16.8

3. Rotation 09:14:21.5

4. Liftoff 09:14:24.5

5. Gear retracted 09:14:48.5

6. Pushover to final 09:19:46.5

7. Engine No. 1 impact 09:22:10.97

8. Fuselage impact 09:22:10.99

9. PCM power fail 09:22:11.00

10. Total data fail 09:22:12.8

Total flight time from initial roll to impact was 8 minutes and 54.17 seconds.

Analysis of the processed data revealed the following:

1. Calibrated airspeed was 145 knots.

2. Altitude rate as determined from the last 1.5 seconds of flight

using the radar altimeter was 18.45 ft/second ( 0.2 ft/sec).

3. Pitch attitude was 0.25 degrees nose down.

4. Bank angle was 12.0 degrees left wing down.

The instantaneous vertical speed indicator (IVSI) indicated a sink rate of 1~820

feet/min. (30.33 ft/sec); however. in close proximity to the ground, this

instrument is known to be in error and is not considered to be a valid

measurement.

Data received from the AFFTC cine-theodolite group indicates the following:

1. Total velocity was 255.7 ft/sec (151.5 knots).

2. Altitude rate was 17.3 ft/sec.

These data were at t-09:22:10.99 and were measured at the aircraft's nose.

The following summary is presented for comparisons of the specified impact

parameters versus the actual measurements:

L-4

PARAMETER

Altitude Rate

ft/sec

Velocity

Knots

Pitch Attitude

in Deg.

Bank Angle

in Deg.

SPECIFIED

17 +0

-2

150

+5

-0

o to 1

o

IMPACT PARAMETERS

(T-10:22:10.99)

DOWNLINK

18.45

145*

-0.25

-12.0

AFFTC

THEODOLITE

17.3

151.5

*Calibrated Airspeed

L-5

Enclosure 1

Jan. 16, 1985

FROM: Bruce G. Powers, OF DO

SUBJECT: CIO final impact flight data analysis.

Introduction

The final cra flight was made on December 1, 1984. Quringthis final impact flight, some difficulty was experienced inobtaining the precise impact conditions that were sought. Thefollowing will review the events that occurred during the finalapproach to impact and evaluate the significance of these eventson the the impact conditions that were achieved. The analysiswill be based on recorded downlink parameters and on the radarand computer generated guidance information.

Analysis

Some of the pertinent lateral-directional parameters nearimpact are shown in figure 1 and the longitudinal parameters areshown in figure 2. The time histories are broken up into fourregions (A-D) based on lateral activity.

Region (A). The lateral activity in region (A), which wastypical of the entire approach up to that point, consisted offairly regular pulsing of the stick commanding a left roll. This~as reaui red ~o offset the roll angl~ bias of the onboard gyro.This roll angle bias had been a problem on previous flights andresulted from gyro precession during the ttirn followed by a veryslow gyro erection time. The lateral deviation had drifted toabout a 30 foot error at the end of region (A). Based onsimulator runs, this magnitude of error would be acceptable sinceit was realtively easy to reduce the error to the a1lowable 15foot tolerance in a steady state manner in the time remaining.

Region (B). In region (8), the pilot stopped making anysignificant lateral corrections for about 10 seconds. Thisprobably occurred while working the longitudinal task since thealtitude errror was increasing significantly immediately beforeregion (B) and was reduced to an acceptable level by the end ofthe region (3). It could have also been due in part to the needto transition between the TV visual display and the cockpitinstruments in order to cross check the validity of the guidanceinformation. Whatever the reason, in this time period withoutany pilot inputs, the roll bias produced a left turn (probably onthe order of a 2 degree bank). This in turn caused the lateraldeviation to start moving to the left rapidly (rapidly in termsof the 15 foot constraint). The actual cross range drift ratewas about 3 ft/sec at the end of region (B).

L-6

Enc10sure 1-2

Region (C). In region '(C) with the longitudinal problem inhand, the pilot became aware of the lateral motion to the leftand began correcting with several right bank commands. The driftto the left ~as stopped and reversed which resulted in theairplane moving equally rapidly to~ard the right and ending ~ith

about a 60 foot error to the right by the end of region (C).

Region (D). At this point, the go-around decision point hadbeen passed and time ~as running out. Eased on simulation runs,it was difficult if not impossible to make a correction fromthese initial conditions in a steady state type of maneuver. Asa result, in region <D) a more aggressive technique was used toarrest the diverging lateral error. The diverging lateral errdrwas successfully stoppe~ although not within the desired range.This ~as accomplished through the use of large bank angles (onthe order of 2S degrees) which resulted in a significant bankangle at impact. In the pitch axis, the pitch attitude was heldwithin the desired range (0 to 2) during this final regionalthough it ~s oscillating. The pitch command is seen to beoscillatory and diverging. The altitude error was converging onthe desired value until the large bank angles were used. At thispoint, altitude ~as lost due to a slight pushover (about 1 deq)and the lift loss due to the banking and the result was the,impact being short of the desired point.

Conclusions

It thus appears that the desired impact conditions were notmet as precisely as desired because of two related factors:

(1) A roll attitude bias that could produce significant turnrates if unattended; and

(2) A high workload task which did not allo~ continuousmonitoring of both the pitch and roll a~es. A primarycontributor to the workload was the need to inte~rate

info~tion frem the cockpit instruments and the-TVvisual infor~tion. Neither source prOVided reliable,accurate guidance information alone and as a result therewas a constant task of comparing these data sources inaddition to perfo~ing the control task.

These two factors ~en taken together created a dynamic situationWhich made it very difficult to reach the impact.conditions inas smooth and accurate a manner as was de~ired.

L-7

FIGURE 1. Gm FINAL FLIGHT.

L-8

LATERAL·PARAMETERS

,.5 1 " ,. --

FIGURE 2. CIn FINAL FLIGHT. LONGITUDINAL PARAMETERS

L-9

. -"'f' '.-.~?'IP

•l!• •ia,tfll~

-

:

•

i sl I

1.> • I• I e:..

-J : as

I~Ia.a

I-~ -s;...I

'- ..I~

2l:::a...~I

a ~ •I J a,

I• I' I• ~.\j: • I

I;II

Ia~~• ..~ ~

••-!.; i

t.:..• !

J¥ E-.~ ..•• i.~;i

.:L.1~i~Col ..C~••Cl

L-10

National Aeronautics andSpace Administration

Ames Research CenterDryden Flight Research FacilityP.O. Box 273E·jwards, California 93523

"e01y 10 ;'rtn or 00 FP

Nf\SA

June 17, 1985

TO: eIO Program Manager/Russ Barber

FROM: OOFP/Aerospace Research Pilot

SUBJECT: ACtivities Aisociated with Final cro Flight

I believe that all checklists and procedures were adequate forthe final CrD flight. Practice of the procedures was alsoadequate. A flight is often not exactly like a practice however.The final cro flight was much different than previous oracticeflights. This required a significantly revised checklist andassociated procedures. A major difference pertaining to safetycrew activity for the final flight was that the safety crew wouldbe exiting the aircraft prior to brake release. There were alsosome term contraints associated with the final flight which werenot important considerations for practice flights. These timeconstraints gave me a feeling that activities became 4 bit rushedjust prior to the safety crew exi~ing the airplane.

Several incidents seem noteworthy to report.

1. Victor Horton, the safety crew flight engineer, smashed afinger while performing his preflight inspection of theairplane. This incident required him to get some medicaltreatment, but did not keep him from supporting all otherflight engineer functions. The injury was not one to leaveany permanent injury.

2. r elected to carryon board the airplane a document whichcontained the mission rules established for the final fl ight.The list of mission rules was rather lengthy and I decidedthat it would be nice to have a copy with me. r also carrieda time-l ine sheet and several other pieces of paper. Duringthe activity in the cockpit preparing the airplane for thefinal flight I needed to place these papers on theglareshield. I did not want to put them anyplace else forfear of moving a switch inadvertently or interfering in someway with the completion of all checklist items. Well, Iended up leaving some of my papers on the glareshield when Ileft the airplane. I just did not notice that I was leavingthem when r left the airplane. In the cockpit film, takenduring the crash, the papers that I left can be seen bouncingand flying around. I did realize that I had left them priorto the takeoff. ·The door of the airplane had been closed andall personnel had exited the area around the airplane, and Iwasn't about to delay the flight at that point.

L-11

," .

3. Buzz Sawyer was the technician assigned to participate inpreparing the cockpit for the final flight. He ended upleaving a hand-held radio in the cockpit when he exited theairplane.

In summary, I would say that all safety crew activities wereperformed adequately for the final cro flight. For variousreasons the final flight could not be practiced completely upto the point of brake release. As a result of this therewere some minor errors made during safety crew activities.None of these had an impact on the crash itself and theassociated results.

--~~C:~c?)Ac'fij~Thomas C. MCMu!try

L-12

".

CID REMOTE PILOT FLIGHT REPORT

NASA 21 Ground Cockpit

f-. Fulton, PilotJ. Cooper, Flt Test EngineerN. Kantartzis, Ground Cockpit

Engineering Supervisor

Introduction

FLIGHT: No. 15 (Final)DATE: Dec. 1. 1984T.O. TIME: 0913 HoursFLT DURATION: 10 MinENG START GROSS

WT:201,000 Pounds

This was the 15th flight of the Controlled Impact Demonstration(CIO) Test Program but was the first and the only flight to beflown witout a safety crew on board. The flight ojectives wereto remotely fly the Boeing 720 aircraft from lakebed runway 17,climb to aopro~imately 2300 feet above the ground whilepositioning the airplane on the race track pattern inside thedes i 9nat ed s t e r i1 earea. I twa s the n tab e flo wn' a r 0 und therace track and onto the final approach where a northerly descentwould be starte~ to allow the airplane to impact the ground justprior to the gravel slide out area. It was then expected toslide into cutters which would rupture the wings and create afuel spillage. The flight was completed in the mannerdescrib~d.

Preflight. Engine Start and Final Checks

The cockpit setup and engine starts were done by the onboardcrew of Tom McMurtry (pilot), Vic Horton (flight engineer) andBuzz Sawyer (technician). The checks and engine starts appearedto go efficiently and without any significant problems. Theonboard crew members started to evacuate the airplane at 5minute prior to the planned takeoff. There was a minor delay ingetting clearance for takeoff since the security personnel hadto assure that everyone was out of the sterile area. The twophoto helicopters, the King Air safety chase and the Navy P-3photo airplane were airborne and ready to support the missionand then NASA One Control .Room gave the clearance for takeoff.

Takeoff and Initial Climb

Fallowing a countdown the brakes were released and the throttlesgradually increased to takeoff power of approximately 2.66 EPR.The throttles were bo-lted together for this flight and thatcaused a minor variation between engine power settings. The~'evator trim started to move slightly nose down from the 2.5degree setting as the airplane accelerated but a small aft

L-13

movement of the stick slowed·the trim movement and therefore itcaused 'no problem. The acceleration appeared to be normal andthe airplane was steered down lakebed runway 17 using the rudderpedal steering system. The steering was quite sensit~ve andsome minor directional deviations resulted during the first partof the roll. The color TV installed in the nose of the airplanehad less contrast than on some previous flights but provided anadequate picture. At 80 knots speed the nose wheel steering wasdisengaged and thereafter aerodynamic rud~er control ~as used toprovide directional control. It was Quite effective andcompletely satisfactory. The calculated VI' VR and V2 speedswere 124, 139 and 151 knots respectively. The VR and V2 speedswere set about 10 knots fast to allow more speed margin duringthe rotation and takeoff. At V the stick was moved gently aftto give a slow rotation. The a~rplane continued to acceleratebetween VR and V2 but the rate was noticeably slower. Lift offwas very close to the V speed of 151 knots and the airplaneclimbed away nicely. U§ing the attitude gyro and the T.V.picture the pitch attitude for climb could be ~eld relativelyconstant. After assuring that a positive rate of climb wascontinuing and that the hydraulic pressure was ~ormal thelanding gear was selected up. The flaps stayed at 30 degreesthroughout the flight. Upon reaching 200 feet above the grounda left turn to 120 degrees heading was started and the enginepower reduced to approximately 2.35 EPR. The airplan~ wasclimbed to 4600 MSL (2300 feet AGL.) A small right aileron trimbias had to be set in to maintain a constant heading. Thisresulted in about one or two degrees of indicated right bankangle. The error was thought to be a result of gyro precessionduring the takeoff. This bank angle error, even though small,was distracting as it had been on pre¥ious flights.

Race Track Pattern

Using the raw data and steering bar needles the airplane wasestab1ished southbound on the desired downwind leg atapproximately 4600 feet MSL. The guidance system allowed thetrack and altitude to be closely held. -While flying straightaway on the downwind the aileron trim bias had to be adjustedagain to hold a constant heading.

Base Leg

As the base leg was approached the vertical steering bar movedright to command a right turn. However, once the airplane hadbeen rolled into the turn the airplane would drift outside thetrack if the iteering bar was held centered. In order to holdthe desired track while turning the bank angle had to beincreased until the vertical steering bar was approximately 1/2inch left of center. This was similar to conditions experiencedon previous f1 ights and caused no real probl.ems.

L-14

Final Approach

Turning on to the final approach the target area and the lead inline on the ground could be seen on the T.V. screen but thecontrast was low and the picture was not as clear as on someflights. When the ~terminal guidance" became active theairplane was nosed down to intercept the desired glide slope.As the glide slope was intercepted the pitch attitude wasadjusted to place the T.V. boresight X on the orange panel ofthe target area fence. In~tead of holding the glide slope theairplane drifted low and had to be flown back up to the gl~de

slope. It was also determined that the raw glide slopeindicator and the pitch steering bar had minor indicationerrors. Several oscillations up and down through the glideslope allowed an approximate "calibration" to be made. The autothrottle held the speed very close to 146 knots while comingdown the final. While making the glide slope and pitchadjustments the airplane drifted sl ightly right of the centerline and a correction to the left was made. When passing 200feet altitude the airplane was still slightly right of centerand a go around was considered but there seemed to be enoughaltitude to correct back. The concern expressed many times bysenior engineering personnel and FRR board members about thelack of redundancy in the overall control system was certainly afactor in the decision to continue and make the touchdown on thefirst attempt. The ground rules 'required a continuation afterreaching 150 feet and the flight test engineer activated theremotely controlled instrumentation at that altitude. At about100 feet a fairly sharp left lateral control command wasinitiated to move closer to the centerline. A pushover was madeat the same time to insure that the airplane did not overshoot~he target area. The left roll command generated a lateraloscillation which did not have time to damp prior to groundcontact. Depth precepton through the T.V. was poor and it wasdifficult to accurately judge the touchdown. It appeared inthe cockpit that the wings were going to come level just asground contact occured but the actual touchdown came a momentearlier than expected. The left wing touched first and justprior to main fuselage contact the win~s were almost level. Theleft wing contact resulted in a yaw to the left as the airplaneslid through the vertical target fence. The T.V. operated untilthe fence had been passed and then the picture became verydistorted.

L-15

Conclusions

1. The airplane ~as remotely flown from takeoff through groundimpact in the planned target area.

2. The race track guidance worlked as expected.

3. The final approach 9l;des'op~ raw data and glide slopeguidance needles had indication errors.

4. The T.V. bore sight had shifted from that seen on previousflights.

5. The T.V. picture had less contrast than expected.

lf~Fitzhugh L. Fulton, Jr.Aerospace Research Pilot

L-16

National ,Aeronautics andSpace ,';amlnlstraticn

Ames Research.CenterDryden Flight Research FacilityPO, Box 273Edwards. California 93523

~:;,'2-n")' 000-080/84

TO: OP/Russ ,Barber

': ;

NI\S/\

December 6, 1984

FROM: ODIC. Cassells

SUBJECT: CIO CONTROL ROOM OPERATIONS - OECEMBER 1, 1984

Aircraft preflight activity began at 0330. Control Room set upstarted at 0400. The communications net was monitored tosupport aircraft operations before Call to Stations. AllControl Room Personnel were at their stations to support theearly 0655 Call to Stations. At 0650 the Project Managerannounced that Call to Stations would be at 0725 for an 0900brake release.

All checklists were completed as planned. Only minor delayswere encountered. The timeline varied from slightly ahead toslightly behind. Two holds were necessary to clear oeople fromthe CTO impact are~.

Brake release occurred at 0913.

Control Room displays, communications, plotters and Flighttermination system worked flawlessly d"urrng the mission.Electrical oower was provided by two large diesel-generatorunits to preclude commercial power interrruptions.

Control Room Personnel discipline was exemplary. Only necessaryoersonnel were allowed in the room. Strict attention ~as paidto displayed aircraft and position parameters throughout themission. Final communication checks confirmed that keypersonnel responsible for initiating go-around or terminationcalls were in direct communication.

The Operations Director carefully followed the aircraft flightpath displayed by the Milgo X-V plotters. The FlightTermination System Ooerator armed his system as the aircraftdescended through 150 feet AGL. This provided a secondarymet hod 0 f act i vat i nq the 0 nboa r ct 0a t a Ac a IJ i sit ion Sy s t e!T1 .Impact ocurred at aporoximately 0922. The color TV system 'andthe Data Acquisition System displays continued to operate aftercompletion of the slideout.

1-17

The Control Room remained active after the impact to providecommunication and coordination services.

%~9---Encl: Timeline

cc:FAA/John ReedGO/Ron WaiteaDO/Bill AlbrechtDOTE/John HavennerOoTE/Lee Pace

L-18

cro Flt 15 - Comments on ATR Operation for John Reed

Pre-Flt

1. Before day of flight operations commmenced, one of the twosynchronized generators furnishing power to the ATR failedseveral times. Generator ~4 appeared to be fuel starved; as aprecaution, the fuel filter was changed in both generators andoperations of both was normal from that point.

2. Engine HI servo wash filter ~ pressure transducer wassaturated at data turn on but operated normally after enginestart.

3. Engine #4 J79 filter 6 pressure transducer had the incorrectcalibration in real-time data because entering latest call wouldhave violated configuration control constraints.

4. Engine ~4 instrumentation fuel flow was noisy at engine startbut operated normally thereafter.

5. All four engine EPR channels were noisy temporarily due to achecklist sequence error.

Flt - All downlink data and real-time displays operated normallydUring fl ight •. Downlink data terminated at first impact of theaircraft, probably due to power failure.

Post Flt - Preliminary hard copy was furnished to engine andcontrol system analysts the day of the f1 ight. A Cyber data base(FLIDAB) of the flight will be created by December 7, 1984.Additional hard copy will also be provided to engine analysts. Acomplete set of dubbed tapes was made of the two OAS on-boardtapes, the two ATR range tapes, and the two back-up van ~apes.

The only additional post flight processing will be FLIDABS andformatted follow-on tapes of engine data from previous flightfinanced by the FAA @SS,OOO/data hour for use at their TechCenter.

Paul Harney12/5/84

L-19

National Aeronautics andSpace Administration

Ames Research CenterDryden Flight Research FacllityPO. Box 273Edwards, California 93523

OFAP/LOW

TO: OP/CIO, Project Manager

FROM: OFAP/OFEM/OFET/Aerospace Engineers

NI\S/\

February 15, 1985

SUBJECT: Determination of the Amount of AMK Fuel Burned onCIa Flight 15

Fuel flows to the four engines on the B-720 were measured byturbine flowmeters (Flow Technology, Inc.). The measurementswere made down stream of the fuel degraders where filter ratiosfrom previous flights ranged between 1.2 and 1.3. Hence thenature of the AMK should be similar to Jet A. Calibration of theflowmeters were made using Stoddart Solvent (Specific Gravity0.767) which is near AMK with a Specific Gravity of ~ 0.81. 'Thefuel flowmeters were ranged between ~ 500 1b/hr to ~ 12,000 lb/hron the 8-720 PCM System.

The fuel flows were plotted versus time and the integration wasstarted when an engine reached 60 percent N2 and was carried toimpact (Engine times: (#1) 66 min 10 sec, (J2) 61 min 40 sec,(#3) 53 min 20 sec, (#4) 54 min 30 sec). Each square, asplotted, represented 2.778 lDs of fuel used. Summation of a1lthe squares under the fuel f10w curves for the four engines whenmultiplied by 2.778 gave a total of 8072 lbs of AMK burned onF1ight 15. This represents 10.6 percent of the total (76,0581bS) AMK loaded for Flight 15.

The uncertainty in the total AMK used is estimated to be from+2 percent to +3 percent of the PCM's fu11 scale (+240 1bs to+360lbs). This uncertainty was arrived at by takTng theTollowing variables into account:

o Basic flowmeter (~O.05 percent of Full Scale)

a Use of fluid other than AMK for the flowmetercalibrations

o Estimated linearity, hysteresis, and repeatabi1ity errorsin flowmeter signal conditioning

1-20

..

a No compensation for variation of fuel temperatures

o Errors in graphical integration

o And by consultation with persons experienced inmeasurements of fuel flows

Ri chard John.son

L-21

'.

Paul Harney

1/11/85..ern - ENGINE/FUEL SYSTEM CHRONOLOGICAL HIGHLIGHTS

TIME

0813

081508160820082108230824082608270854

EVENT

Override boost pump (45 psig) from center ~ing tank turnedon configured to all engines.

#1 degrader start to 20K rpm#1 engine start to Idle (67% N~)

#2 degrader start to 21K rpm ~

#Z engine start to Idle (68% NZ

)#3 degrader start to 20.5K rpm#3 engine start to Idle (67% N2)#4 degrader start to 20.7K rpm#4 engine start to Idle (66% NZ)Pre-egress fuel quantity reading from flight engineer panel(gallons) :

til Res til MainCenter

liZ Main· Win!?; If3 ~1ain 1/4 Main If4 Res

254. 2418. 2164. 1284. 2194. 2478. 209.

091309130922: 10

;; 1 E~GINE

iI2 ENGINEIf3 ENGINEiJ4 ENGINE

0922: 11

0922: 12

Brake releaseiH, n. If3. If4 engines to T.O. (95%·N 2)/degrader @r-29K rpmOne second prior to initial impact by aircraft on lakebed ­engine/degrader status:

Degrader Speed (rpm) NZ

(i~) Wf(pph) EGT (0E>

20.719 76 1354 28720,830 76 1206 27821.214 77 1743 30620.655 74 1201 273

Initial impact by aircraft on lakebed surface (#1 enginenacell)One second after initial impact,engine/degrader status:

Degrader Speed (rpm) N2

(%) Wf(pph) EGT (oc)

til ENGINE 0 46 5343 2221f2 ENGINE 0 45 52tl 226li3 ENGI~E 20,989 46 5360 2281/4 E~GDIE 20,724 47 5348 228

E~lGHE/DEGR)..DER GPSR...\TDG TI:fES

Total for eIn ~ission

,11 66 minutesn - 61 minutesiI3 - 58 minutesiJ4 - 55 minutes L-22

Total Time at Takeoff (95%)

#1, #2, #3, #4 - 4 minutes

Total Fuel Consumed

Assuming (max) 2,000pph (average) per engine wf - 8,000 lbs. or 1191 gallons.

Fuel System Pressure Differential Response During Mission

Typical for all engines:

- Fuel pump inlet screen -1.0 to +1.0 psid- Fuel pump inc:erstage filter (J79) ""-+0.2 to +1.0 psid- Servo wash screen +2.5 to +5.0 psid

NOTE: These valves correspond to original baseline.P&D valve primary andsecondary pressures corresponded to baseline throughout mission.

L-23

CIO - AMK CHRONOLOGICAL HIGHLIGHTS

OATE

11/27

11/28

11/29

11/30

12/1

TIME

1300

2200

1830

0600

0500

EVENT

Presented AMK blending/fueling procedurefor cro at Tech Brief

Completed aircraft wing tank flush perwritten procedure

Completed AMK blending/fueling intoaircraft (approximately 11,900 gallonsloaded into aircraft fuel tanks). Fuelsamples taken for analysis from each wingtank

AMK fuel samples taken from wing tanks Eoranalysis

AMK fuel samples taken from wing tanks foranalysis

NOTE: Fuel analysis results showed that the AMK inthe aircraft tanks met or exceeded specificationreguirements.

12/1

12/1

12/1

12/1

0815 ­0827

0900

0913

0922:11

#1, #2, #3, and *4 degrader/engine startedsuccessfully

Crew egress

Brake release for crD flight

Aircraft makes initial impact with thelakebed, Le., in engine nacell atapproximately +65 feet of zero Datum on

• center

Zero Datum is a lateral line marked by the first photorange poles - 600 feet before start of stone bed or475 f~et before the desired impact point. Lateral linesare repeated every 100 feet While range poles are every300 feet.

12/1

12/1

0922:11

0922:11

~1 and ~2 degraders spool down to zerospeed by fault trip within 0.1 sec.

Main fuselage makes initial contact withlakebed at approximately +195 feet ofda~um and 20 feet right of center

L-24

DATE

12/1

12/1

12/1

12/1

12/2 &12/5

12/6

TIME

0922:12

0922:13-14

0922:19-21

11301200

EVENT

Telemetered data acquisition goes out.t3 and ~4 degrade=s still operatingnormally.

#3 engine nacell strikes right rhino wingopeners (2) at +575 feet of datum and30-35 right of center. The right tomahawkwing opener initially strikes wing between#3 engine and fuselage. The far rightrhino wing opener clears right wing andstrikes fuselage approximately 15 feet aftof trailing edge of wing.

Aircraft comes to rest at +1450 feet :romdatum, 250 feet left of center and atabout 50-60 0 counter clockwise of thelong i tud ina 1.

Aircraft fire under control by firefighters.

AMK fuel sam~les taken from aircraft wingtanks - #1 and #2 main and center wing(12/2) - 1t3 and #4 main (12/5).

Wreckage discribucion and conditionassessment.

WRECKAGE DISTRIBUTION

Degrader No.1 - The degrader pum~, ATM,and throttling valve mechanism were spreadout between location 1300' and 1400' downthe runway and 30' to the right. The ATMwas badly damaged; the degrader pump wasin reasonable shape and showed evidence ofbeing subjected to smoke and heat. Thecooling pod assembly was destroyed andscattered from impact to the 1200 ft.point and left of cencec. The heatexchanger unit separated from the coolingpod and survived in good condition.

Degrader No.2 - The degrader pumpremained attached to the engine and cameto rest at location 1325 ft. and 25 ft.left. The AT~ was destroyed and found atstation 900 ft. and 10 ft. left. Thethrottling valve and associated lines w~re

L-25

DATE TIME EVENT

found at station 960 ft. and 80 ft. left.The cooling pod assembly was destroyed andspread over the site from impact tostation 1000 feet. and from the left sideto 80 ft. to the right. The heatexchanger unit separated from the coolingpod and survived in good condition. Thedegrader pump showed considerable evidenceof being subjected to heat and smoke.

Degrader No.3 - The degrader pump, ATM,throttling valve, and all associated linesand sensors remained with the front partof the engine and came to rest at station1480' and 80 ft. left. The cooling podand heat exchanger were relatively intactbut seemed to be partially destroyed byfire as it came to rest at station1350 ft. and 125 ft. left and between theIe f t wing and the de tached pa rt of theright wing.

Degrader No.4 - Degrader pump andthrottling valve assembly were found atstation 1550 ft. and 130 ft. left. TheATM was destroyed and came to rest atstation 1620 ft. and 130 ft. left. Thecooling pod and heat exchanger came torest at station 750 ft. and 200 ft. left.The cooling pod assembly ·.... as almostcompletely intact and showed no fire orsmoke damage. All degrader componentswere remarkably clean as if they were notsubjected to fire or smoke.

fl. C~ ~;t;; /I?-//'-/ f 1-

L-26 . --

NASA-LANGLEY en) ~UICKI.OOK SUMMARY REPORTby

Bob Hayduk12/6/84

The DAS/instrumencation and photographic system was activated after the 150 feet

callout in accordance with the appropriate procedures. S-band (telemetry downlink)

signal strength and systems operations were as planned.

A cursory review of DAS/accelerometer-strain gage data indicates over 90 percent of

the transducer data was acquired at impact and for some period of time after. Data

was recorded on the onboard tape recorders and via the telemetry link to ground-

based recorders.

The (10) cabin/cockpit high speed motion picture cameras were recovered. All filmI

is processed and preliminary viewing indicates outstanding data is available for

review and analysis •

•

L-27

SUMMARY REPORT ON FAA TECHNICAL CENTER DFDR/FDR/CVR E.."\PERIMENT ON B-nO crnby

Leo J. Garodz, Projec~ Manager

Three s~a~e-of-the-artmagnetic tape DFDR's (Fairchild, Lockheed, Sundscrand),

one foil FDR (Sundscrand), one FDR's (Teledyne), and one CVR (Fairchild) were on

the B-720 along with unique sensors (expanded range, resolution, frequency

response). In addition, a Lear solid-state recorder (similar to that going on

the F-16 aircraft) with a pre-recorded data set was also installed. All were

operational prior to the flight. The DFDR's and FDR's were electrically powered

by a special batte~/inverter system to provide recorder system operation and

data after impact.

The Teledyne FDR condi~ioned the signals going to the three DFDR's. Immediate

post-impact inspection (visual) of all the recorder~ in the ai~c=aft (after air-

craft internal fire suppression) gave the inspectors the impression of total DFDRI

FDR/CVR destruction! However, this, fortunately, is not the case. Subsequent

examination of the respective units from the aircraft and their mounting units

reve~led blackened "'nd some'.olhat "buned" metal. but no: toal desc::uction.

Results to date reveal the following:

1. Sundstrand Scribed Foil/Analog Signal FDR: (Eoeing proc~ssed by Douglas

Aircraft Cuml'any., Long 8e."ch, California). Five signals recorded and

signal tr~ces (time, indicated ~irspeed, pressure altitude, magnetic

heading, and normal acceleration appear to be re~dable and use."bl~.

The follo,,,ing DFDR's recorded 11 signals inc2.uding ti..::le. (These signals

~re indicated airspeed, pressure ~ltituce, instantan~ous vertical speed,

magnetic heading, radar altitude, pitch, =011, and tri~xial acce1eracion.)

1-28

•

2. Fairchild DFDR (Mod F-800): Received and opened by the vendor,

Fairchild. Visual inspection reveals tape in good condition with

recorded signals therein--still being processed.

3. Lockheed (Mod 209F): (Same as above).

4. Sundstrand (DFDR): No feedback yet from company. The Lear solid-state

memory device has yet to be examined by the vendor, Le~r Systems,

Incorporated.

The Fairchild CJR has not yet been received by the NTSB, Washington, DC, who will

inspect the unit and conduct a spectrum analysis on the engine noise recorded.

The Marathon Battery ~hich supplied the necessary DC electrical power to the

inverter still had a 26 volt potencial when taken to the ~lASA battery shop for

examination after the impact/fire. It will be sent to the manufacturer for fur~her

examination.

Lockheed has stated that their DFDR continued to run and record, signals (where the

• signal sensors were not destroyed) for about 6 to 7 minutes after impac=t! This

speaks well for this particular concept/installation considering the extreme heat

this particular recorder!battery!inociter installation area was subjected to. It

is expected to take 2 to 3 weeks to further process the data tapes and derive

use~ble quantitative data.

L-29

SUMMARY REPORT ON U. S • NAVY. /CA1:lADtJ.:H FORCES DEPLOYABLE SOL ID-STATEFLIGHT DATA RECORDER (FDR) /CRASH POSITION LOCATER (CPL)

byLeo J. Garodz as received from

Dan Watters, NATC,at 0915, Friday. 12/7/84. Via Phone

Basically. the FDR/CPL system consists of 4 pre-recorded data set, two visual marker

strobes. two radio transmitters ~nich transmit on 121.5 MHz and 243.0 MHz, respectively,

and a deployment triggering system. The system was ground-checked immediately before

the flight and found to be "up and ready."•

Upon 3-720 impact. it did not deploy immediately as ~ould no~lly be e~pe~ced. :c

was carried "intact" on the vertical fin through the fireball and ejected about the

time the aircraft came to rest. It came to rest about 13 feet laterally from" the

fuselage and 3 feet longitudinally from its original location in the fin.,

When it ejected. both radio beacons came on "loud and strong" for about 5 seconds as

verif~ed by the ~avy P3 aircraft orbiting the crash site overhead; then they went

"off the -3.ir." A needle sTNing on t:'e P3 ADF was also experienced, indic~cing radio

beacon transmission.

The lack of proper de?loyabili~; i.e., crajectory away from the 3-i20 4ircr~£t, i~

attribut:ed to one or both of t:he following ~1;)Ure speculation") at: chis t:ime:

1. Intense flames and airflow pattern due to aircraft orientation dur~ng

slideout after impact would have provided a relat:ive:y high aerodynamic

?ressure on t~e deployable air::oil which c3rried the ?"DR; and/or

2. The for..ard frangible swiech (one of t·..o insca.lled) did not "trigger" the

system, but: the afc one did.

Above still must be and will be verified by ~~A~;~C~:~AL- _

The foil condition was found to be: (1) All intact--one piece; (2) intumescent

coating on foil was ''bubbled up" and is common when subjected to extreme tempera­

tures; (3) some quarter-size holes were punctured in the foil; (4) the recorder

itself appeared in good condition. Leigh Instruments of Canada is now checking the

pre-recorded data set for survivability •

• The failure of the radio beacon transmitters after 5 seconds is attributed to impact

... shock whereas normally a "soft ll landing would be made by the foil if it had the

proper aerodynamic loads on it.

L-31

i.'.: .' ~. \ .

National j\ erOrl2 IJt:CS :;'i,j

Space ,"·,~rnI/11:',tr':H!0n

Ames Research CenterDrydf.'11 FiI<.J;n R';sl~arc~. I-d,:ill,l:

PC Dux 27:1E<J"V<,rds, C;!llfor:li 1%;:'2:3

OP

. '

TO:

FROM:

SUBJECT:

FAA Program Manager

OP/Flight Test Engineer

Impressions Gathered During Controlled ImpactDemonstration (CID) Flight

The 0 per a t ion ina ndar 0 un d the Re ill Q tee 0 n t j' 0 I 1 e I'j II e hie 1 e !{ C '1 1

Lab was definitely a very good opet"1tion on D~:ei'iber 1, ~~ 1during the CIO Mis~ion.

The Pre Ert 9 ; nest art )1,. t. i v i t Y 'v il S :l C'11l i n ~1 1 i 11 2 I,' : ::' ... <; ,J 2 C :: •

a r r i v e d a t the ReV L (\ b J. Ii J f;) un d i:l 1 1 f.:l in e ,. ~ e q II i I-' In e r: 7 \.: <1; j np1 dee and Ni c k \'I a s red dy t (0 '5: I n p'1f' t L 11<~ 0 P~ ,. ~, l: i (, ", .

The fir s t j r reg 1I 1a r i t Y 0 c cur t'i1 ,1F t: 2 r- f',' 'J j n e ': t a : ~ 'r, it <: j) n .j t Ii>::, j

the #l EDR gauge had hung ur, just ,'1<; it ha'd rilJr1<·nanj t:~'il2S ;!'i

the pas t . T h r 0 IJ 9 han i n t 2 r c h ~ n 9 e i:, f; t ',I e e n IJ i in C/' ,} f:: ;) n d ;1 •J Z :.

Sal'/yer, this '..las correl.:t~d, ,'IS tl!f~::?~~ l):1 I I';'S "!or~e:~ th,-cJI'CllltJu:the flight.

TIi e 1: 4- e rl yin e ': uelf1 0 '1'/ was 'J e r J ~ r :" a ti,~ :, "' f" r,' ,~" 9 : ":: s t ~1 r t. ') U J:C 1 e a ned up rig ht aft ere ngin est d r t . T'i:~ ~ ,3 ;,- e 0 f ': :"' :' 1 1 <; ~ 'e In e i i OJ

bit slower than normal and the rotation ,,,as '1-',~y 5:~jo(,til. Thp.flight was nominal in ali respects do ...,n to the30CI FJ:, pO:'lt.

oire c t 1y aft e r the 200 f t P0 f !1 t, ,I r. F u 1 t:;~), ': a 1 : -? ,j, "~'i p I i2 .; 'I i Ii 9in! " This sur p r i sed In e bee a use h e h c d iii 0 V ed ~1 ish -.i nJ 0 II 2 r t !) ~ " ethrottles at 300 ft. Also, it appeared to m~ that the aircraFtwas straying from the center line. r called 150 f~, got ther e cor de r son and a t 1aOft t u" ned the cam e (' a SO" • .~ tao 0 u t85 ft, I looked up at the washer guidance TV and 1'1 I iJW wason~ wing disappearing vff the screen ull ;:he O()tt;ll1.

At imp act I t urn e"ct a t' f the u p 1 i 1 k and j t U lj rj /) d C k ,I h j 1 e c il e r i :" r:burned.

My 0 v era 1 1 i In pre s s ion \'i as t h a!: t h (~ L ~ C, I: 0 n t r:J 1 ,; j ~ t 2 In I it n d _!data systems worked as ad1ertise1 durj~q ~he ~is,i~n.

(\ 111.11 (i

(~d:-~ I XI '- w-:-j".AJI,-_I ; ,

\..;ya me S 1,'. Coo per

L-32

..

-=01'1 fO ;'r~~ cf

·National Aeronautics andScace Administration

Ames Research CenterDryden Flight Research FacilityP.O. Box 273Edwards, California 93523

ODFL

,"

Nf\S/\

2 July 1985

TO:FROM:SUBJECT:

CIn Project Mana~er

eID Ground Ouereations ManagerGround Operations Summary

The Ground Operations Managers responsibility was to provide operational• control and support, through the Ground Operations Plan CID-84-23, over all

elements particitinl, in pre-impact, impact, and post-impact activity within orat the pirimeter of the cro operations controled area.

Ground Operations involved approximately 23l ground personnel from thefollowing organizations; Air Force Flight Test Center Security, CivilEngineering, Base Operations, Safety, Hospital, Communications, and DeputyBase Commander. NASA Ames-Dryden Engineers, technicians, and supportcontractors. FAA, NTSB, Jpt, LaRC, ICI, GE, and a salva~e contractor. Eightdifferent channels of radio communications ~ere used.

All operations went well until 20 minutes before takeoff. A ARr. media crewdrove onto the lake bed and throu~h the impact site. Security was requestedto stop and escort them from the base. At 5 minutes before takeoff the outerperimeter security reported the people were spotted within the southerncontrolled area. The removal of these people delaved the takeoff for severalminutes.

CID 720 takeoff and impact was as planned. The Fire/Rescue personnel arrivedat the aircraft within 90 seconds. Full fire suppression required severalhours. After the fire was fully suppressed control was turned over to theGround Operations Manager. The aircraft was inspected for hazards and toxicgases. A safein~ team safed the test article by removing batteries, deflatin~

tires, discharging high pressure bottles, and removin~ or diluting fuelpuddles.

A integrated Post-impact lnvesti~ation and documentation team performed aaccident investigation to FAA standards. The nAS, Photographic Systems,Experimental Seats, Dummies, Transducers, and other exoerimental hardware wereremoved for further testing and analysis.

The aircraft carcass was later turned over to s~lvage contractor Eor removaland AF Civil Engineerin~ and ~ASA contractors cleaned UD the imoact site.

'r' -- --~? - ..... -.,Roger iJ. Sar'licki

L-33

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