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

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

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A KFZEW977RECEWONational Aeronautics and ufM,C.Space Administration

K: tSpace Shuttle Program OrbiterApproach & Landing TestOFFICE OF SPACE FLIGHT

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FOREWORDThe Orbiter Approach and Landing Test (ALT)Reports are published to providesenior NASA management with timely information on ALT program plans andaccomplishments.TheALT Reports will be comprised of this PRE-ALT REPORT, ALT PRE-FLIGHTMEMORANDA, and an ALT POST-FLIGHT REPORT following each flight.The purpose of this PRE-ALT REPORT is to provide an overview of the ALTprogram, describing the flight vehicles involved and summ6rizing the plannedflights. TheALT PRE-FLIGHT MEMORANDAwill provide updated informationas data of significance become available during the ALT program lifetime.The ALT POST-FLIGHT REPORTS will be memoranda covering accomplishmentsof individual flights.


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MEMORANDUM February 11, 1977TO: A/AdministratorFROM: MH/Director, Space Shuttle ProgramSUBJECT: Space Shuttle Orbiter Approach and LandingTest (ALT) Program

The first flight of the ALT Program for the Space Shuttle Orbiter will be conductedat the Dryden Flight Research Center at Edwards Air Force Base, California, notearlier than February 18, 1977. This flight will be the beginning of a planned20-flight series.The primary goal of the ALT Program is to verify safe, subsonic, aerodynamic flightand landing capability with an Orbiter, ground support equipment, and facilitiesconfigured as closely as practical to the hardware and software to be used in subsequent orbital missions.The final fp*ghtof the ALT series isplanned for January 1978.

AS. Malkin


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CONTENTSPage

General ................................................... 1ALT Objectives ......................................... 3Flight Descriptions ............ .......................... 4Configuration Descriptions .................................. 6ALT Management ........... I .............................. 14ALT Flight Control ......................................... 16ALT Support .............................................. 17Appendix .............................................. 23


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LIST OF FIGURES

Figure No. Title PageI ALT Schedule 22 Orbiter/Shuttle Carrier Aircraft 73 SCA Structural Modifications 84 Orbiter Vehicle 95 Orbiter Systems Modified for or Unique to OV-101 116 ALT Management Relationships 157 Orbiter/SCA Mate/Demate Device 188 Orbiter/SCA in Mate/Demate Device 199 Communications and Tracking Links 2010 ALT Television System Configuration 21


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GENERAL

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


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

ALT SCHEDULE19761 1977 11978NID J IFIMIA IMIJ IJ IA ISIOINID JI F6 INERT ll|CAPTIVE(TAILCO NE-O N)5 CAPTIVE ACTIVE linilllnll(TAILCO NE-O N)5 FREE FLIGHTS (TAILCO NE-C N) ii lllllllll1 CAPTIVE ACTIVE3 FREE FLIGHTS (TAILCO NE-OFF) IlIIIllillifIl


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ALT OBJECTIVES

The overall objectives of the ALT Program are to :* Verify an Orbiter pilot-guided approach and landing capability

Demonstrate an Orbiter autoland capability. Verify Orbiter subsonic airworthiness, integrated systems operation, andselected subsystems operation for first orbital flight

Demonstrate an Orbiter capability to safely approach and land in selectedcontrol weight and center-of-gravity configurations within the operationalenvelope


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FLIGHT DESCRIPTIONS

The ALT Program flight tests fall into three major categories. The initial flightsinvolve the mated Orbiter/SCA with the Orbiter unmanned and all systems inert.The second category of flights relates to the mated Orbiter/SCA with the Orbitermanned and active. The final flights involve release of the active manned Orbiterfor free flight.INERT CAPTIVE FLIGHTSThe initial operations of the mated Orbiter/SCA will be performed with the Orbiterin the tailcone-on configuration, unmanned, and all systems inert. In this configuration, the Orbiter essentially serves as a boiler plate vehicle with no Orbiter datasource above the separation plane of the mated vehicles. Subsequent to the taxitesting, the first three flights will be performed to establish the airworthiness of themated combinations and to describe the useful operational flight envelope. Uponcompletion of these flights, three additional flights will be conducted to obtain apreliminary assessment of the ALT mission profile, ground track, and overall procedures.Chase aircraft will be used on all flights. Summary descriptions of each of the sixflights planned in this category are included in the Appendix.CAPTIVE ACTIVE FLIGHTSThis category of testing consists of manned active Orb iter/SCA mated testing. Theactive Orbiter mated testing is designed to verify the optimum separation profile


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


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CONFIGURATION DESCRIPTIONS

Brief descriptions of the 747 Shuttle Carrier Aircraft (SCA) and Orbiter are presentedfor general information.SHUTTLE CARRIER AIRCRAFTThe Shuttle Carrier Aircraft (SCA) is a commercial 747-100 series aircraft which hasbeen modified structurally and aerodynamically for flight transport of the Orbiter asshown in Figure 2. An illustration of the SCA structural modifications is shown inFigure 3. Structural modification was accomplished by the addition of one forward andtwo aft mounting pylons to the top of the SCA fuselage to which the Orbiter is secured.In addition, substantial structural modifications were made to the SCA fuselage andempennage areas to accomodate the Orbiter-imparted flight and static loads. Aerodynamic modific'ation to the SCA includes the addition of fixed vertical stabilizer tipfins which provide an additional 200 square feet each of vertical stabilizer area. Thetip fin installation consists of left and right hand fin assemblies which are identicalexcept for the attachment fittings, a faired diagonal support strut for each fin on thestabilizer upper surface, stabilizer attach fittings on each side and stabilizer-to-finfairings and seal panels. The tip fins are of conventional two-spar, rib-skin-stringerconstruction. The airfoil section is symmetrical bi-convex, designated as BAC 482,with a thickness ratio of 9 percent. Static dischargers are installed on both tip fins.The fin is capable of being disassembled to facilitate transport in the aircraft.Additional flight control changes include increased nose down trim authority, yawdamper modification, and autopilot gain change provisions. Other changes include


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ORBITER/SHUTTLE CARRIER AIRCRAFT

69 FT 6 -IN.32'+ FT IN.

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- FT I IN.

[ WE IGHTSMAXIMUM TAXI GROSS WEIGHTDESIGN LANDING WEIGHTOPERATIONAL EMPTY WEIGHT

195 FT 8 IN.

778,000 LB 630,000 LB 330,200 LB


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ORBITER VEHICLE

~I272 IN.002I X01518 22.67 FT3683 936.68 IN.78 06 FTXo2356122.3 IN. Xo 13071467.06 IN.

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ORBITER SYSTEMS MODIFIED FOR OR UNIQUE TO OV-101

EJECTION SEATSAND OVERHEAD RAM AIRBLOWOUT PANELS PROVISIONSDISPLAY & BALLAST- SIMULATED SSME, GIS/RCSPODS, AND HEAT SHIELDCONTR KITS

OF! AIR DATABOOMBALLAST

BACKUP FLTCONTR SYS.J IBER GLASSLEAD EDGE FUEL ONFLT TEST UMBILICALFWD ATTACH POINTSEPARATION SYSTEM SIMULATED TPS FUEL CELL REACTANTSHI PRESS GAS 02 & H2 TO CARRIER A/C &MODIFIED UMBILICAL DOORS

C-BAND BEACON AFT ATTACH POINTSEPARATION SYSTEM


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The Nose Boom Air Data System, which will be installed only on OV-1O01, consists of a nose-mounted boom/probe, a dedicated air data computer, anddedicated instruments for crew display. This air data system will provide inputsto the Backup Flight Control System.Three Tactical Air Navigation (TACAN4 Units will be installed to provide bearingand slant range data from the vehicle to the TACAN ground stations. For ALT,TACAN data will be available during mated and free flights.Three Microwave Scanning Beam Landing System (MSBLS) Units will be installedto provide elevation, azimuth, and range data relative to MSBLS ground stationsat the runway. These data will be available from the approach and landinginterface point through rollout.Two Radar Altimeters will provide accurate altitude information. These datawill be provided for crew display from 5000 feet to touchdown. During thefinal landing phase (400 feet to touchdown), radar altimeter data are incorporatedinto the onboard determined navigation state.The Backup Flight Control System (BFCS), as configured for ALT, utilizes a,single string of specified control components from the Primary Flight ControlSystem (PFCS) in conjunction with its own General Purpose Computer. Engagementof the BFCS disables the PFCS and prohibits return to the PFCS on a given flight.The BFCS utilizes a Control Stick Steering flight control mode.Five General Purpose Computers (GPC) are installed in OV-101 to provide guidance,


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Provisions will be made to obtain Gross Weight/Center of Gravity combinationsspecified by the flight test requirements by the use of appropriate ballastingtechniques.Two zero-zero ejection seats will be provided for OV-101. They will ejectupward, and require special overhead blowout panels above the commander andthe pilot.


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ALT MANAGEMENT

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


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ALT MANAGEMENT RELATIONSHIPS

AA/OSFSPACE SHUTTLEPROGRAM DIRECTOR

JSCSPACE SHUTTLEPROGRAM MANAGER

MANAGER FORAPPROACH AND LANDI NG TEST

_FLIGHT CREWSALT MANAGEMENT CHASE &TRAINING A/C0 PERATIO NS OFFICE CREW INTEGRATION


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ALT FLIGHT CONTROL

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


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

Ground-based UHF transceivers will be used at the test site to conduct air-toground, communications with the Orbiter, SCA, and chase aircraft.For telemetry data support, an S-band ground station at EAFB will receive andrecord the Orbiter 128 kbps Ol/DFI and wideband data downlink, and an L-Band


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ORBITER/SCA MATE/DEMATE DEVICE


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ORBITE~SCA IN MATE/OEMATE DEVICEt

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ALT TELEVISION SYSTEM CONFIGURATIONI# OVI 01

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APPENDIXFLIGHT DESCRIPTIONS

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


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CAPTIVE INERT FLIGHT 1CONFIGURATION

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

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


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SCA: Taxi Weight 445,000 poundsOrbiter: Weight 150,000 pounds

SUMMARYThis flight will be devoted primarily to expanding the flutter free envelope to theM=0.7 boundary at the pressure altitude of 24,000 feet with interim evaluations ofthe stability and control characteristics and the completion of the airspeed systemscalibration. In conjunction with these tests, performance and structural loads willbe monitored and assessed. After takeoff, a climb will be initiated at- an airspeedof 235 KCAS to a test altitude of 24,000 feet. At the test altitude, an airspeedsystem check will be made in the Mach number range from 0.56 to 0.70 at intervalsofZM=0:.02. In this series, discrete te~t points will be selected to check the influenceof the autopilot on the structural response. Simultaneously, airspeed checks will bemade at the Mach numbers of 0.56, 0.60, 0.64, 0.68, and 0.70. To attain speedsabove 0.64, it may be necessary to trade altitude for airspeed. In these cases, theairplane will climb to an altitude of approximately 26,000 feet, push over, obtainthe desired speed at an altitude of 24,000 feet, and level off for the test sequence.In addition to the above, the flight plan is arranged to perform stability and controlmaneuvers at the Mach numbers of 0.48, 0.59, and 0.64 after the flutter clearance
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SUMMARYThe primary objective of this flight, will be to complete the basic flutter andstability testing within the design envelope. In addition, the minimum flying speedwill be explored for heavy and light gross weight conditions at several flap settings.Also, the three engine climb performance will be checked after takeoff and thedirectional control will be evaluated with a simulated critical engine out. As onthe previous flights structural loads will be monitored and analyzed for all stabilitytesting.After takeoff at an altitude of approximately 500 feet the number 4 engine will bereduced to idle and the climb continued to a target altitude of 16,000 feet. At themaximum altitude attainable (R/'( = 200 fpm), climb power will be re-established onnumber 4 engine, and the climb will be continued to 16,000 feet. At an altitude of16,000 feet and an airspeed of 200 KCAS, tests will be conducted to evaluate theminimum flight speed with flap settings of 100, 200, and 300 . Following these tests,the flutter envelope will be explored between a Mach number of 0.50 to 0.62(V1=312 KCAS). As on the previous flight, discrete speeds will be selected to check


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SUMMARYThis flight will consist of investigating marginal operational characteristics withsimulated engine-out conditions for the ALT configurations and evaluating configuration variables, dictated by the characteristics.The first time assessment wIll be made of the performance with special thrust ratingon the engines and the related climb performance. In addition, the rapid descentperformance will be evaluated.After the takeoff, a climb will be initiated to a pressure altitude of 10,000 feet. At10,000 feet, the minimum acceptable flying speed with 10 degrees of flaps will beevaluated. The altitude will then be reduced to an altitude of 5000 feet, and thistest will be repeated along with tests to evaluate minimum control speed undersimulated static and dynamic conditions. Following this test series, a climb will beperformed to an altitude of 24,000 feet. At 24,000 feet, the special thrust ratingwill be evaluated during a climb to establish the service ceiling (R/C = 200/fpm ort=10 min. thrust applications). Subsequently, the airplane will re-establish the test


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CAPTIVE INERT FLIGHTS 5 AND 6CONFIGURATION


SUMMARYThese two flights, for the most part, will be similar in that the primary purpose will beto evaluate the performance and procedures associated with the two launch attemptALT missions. The major difference will be that each launch maneuver will be initiatedat a different airspeed to evaluate the separation criteria for a range of conditions.After ?akeoff, a climb schedule vdth an indicated airspeed of 235 KCAS will be performed to a pressure altitude of approximately 25,000 feet. At this altitude, the airplanewill establish an indicated Mach number of 0.48. At this speed, the special ratedthrust will be applied and a climb initiated to the maximum altitude attainable (R/C=200/fpm)without exceeding the 10 minutes of special thrust application. At the maximumaltitude, a gradual pushover will be performed to accelerate to an indicated airspeedof 255 KCAS. The SCA will then be configured to meet the ALT launch requirementsrelative to spoiler and thrust settings. When the simulated launch sequence is completed,an abort maneuver will be performed. Following the abort, the airplane will establisha 15 minute cruise at an indicated airspeed of 250 KCAS and an altitude of 15,000 feet.


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CAPTIVE ACTIVE FLIGHT 1CONFIGURATION

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


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


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150,000 pounds - 64.5% cg - taflcone onSUMMARYThis flight is dedicated to the verification of the separation conditions and tolerances,avionics systems checks, mated climb performance, and further procedures development.The SCA will fly three circuits of the racetrack tralectory as Flight 1 with two descentsto collect separation performance data.Special rated thrust is no t required because the intermediate Orbiter altitude is sufficientfor these tests. The first descent will start from approximately 25,000 feet and end60-80 seconds later at 10,000 feet. After SCA pull-up, the second descent will occurin approximately 20 minutes.During the initial climb, the Orbiter elevon will be set to the nominal value for climb;however, during the second climb, the elevon will be set to the nominal minus 10 tocollect climb erformance data.In addition to the normal Orbiter checks, the Orbiter crew will perform avionicsredundancy management tests during this flight.When in position, the SCA will pitch over and establish equilibrium glide conditions


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


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CAPTIVE ACTIVE FLIGHTS 3, 4, 5CONFIGURATION

150,000 pounds - 64.5% cg - tailcone onSUMMARYThese flights are dedicated to the refinement and demonstration of separation procedures,separation abort techniques, exact separation profile, repeatability of the separationprofile, ground vectoring techniques, chase aircraft operations, and performance ofthe remaining avionics tests.The SCA will fly a racetrack exactly like that of the first free flight mission. Specialrated thrust will be employed to attain the altitude for separation sequence initiation.Both the SCA and Orbiter crews will go through the preseparation procedures includingground vectoring and navigation updates. All procedures and maneuvers will be performed according to the nominal plans. After the separation profile is flown, the SCAwill execute a separation abort sequence and go around for a second separation profiledemonstration exactly like the first. After the second separation abort sequence, theSCA will establish a normal approach to landing.


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150,000 pound - 65% cg - tailcone offSUMMARYThis flight will be conducted after the fifth tailcone on free flight. The purpose of thisflight is to demonstrate the separation performance and mated flight worthiness withthe Orbiter tailcone off configuration. The Orbiter elevon settings (needed for separation and climb performance) will be analytically derived by extrapolating the tailconeon data prior to this flight.The SCA will fly a racetrack trajectory approximately 50 NM X 23 NM which will beexactly like that of the first tailcone off free flight. Special rated thrust of the SCAengines will be used to attain the altitude for separation sequence initiation (23,000feet MSL).After SCA takeoff, the Orbiter body flap may be moved from the best prefl ght predicted position as required to improve inflight conditions. During the initial climb out,particular attention will be focused on the buffet and other flight worthiness conditionsof the mated configuration. The remainder of the flight will be dedicated to thedemonstration of the separation procedures, separation abort techniques, exact separationprofile, and repeatability of the separation profile.


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FREE FLIG HT 1CONFIGURATION

150,000 pounds - 64.5% cg - tailcone on - CSS PCS modeSUMMARYAfter separation, the Orbiter will accelerate to 270 KEAS (pitch = -100). At 270 KEAS,the crew will initiate a practice flare and simulated landing (18,000 ft. AGL).During the deceleration of the flare, the altitude rate will be held to essentially zerowhile the crew evaluates the handling qualities. At 185 KEAS and an alpha approximately that of landing (11), the Orbiter will pitchdown to -60o and roll left 30 .After turning to base leg, the Orbiter will roll to wings level and continue toaccelerate to 270 KEAS. At 265 KEAS, a pitchup to -20 will be initiated and equilibrium glide conditions at 270 KEAS will be established and maintained. A 300 bankedturn to final will be performed to line up with the lake bed runway.At approximately 900 feet AGL, the preflare maneuver will be initiated. At 250 KEAS,the landing gear will be deployed and touchdown will occur about 20 seconds later.Gentle braking will be applied between 100 KEAS and 80 KEAS. At 50 KEAS nosewheelsteering will be engaged and the Orbiter will be allowed to roll unbraked to a stop.


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_ _ _

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FREE FLIGHT 2CONFIGURATION

150,000 pounds - 64.5% cg - tailcone on - CSS FCS modeSUMMARYAfter separation, the Orbiter will accelerate to 295 KEAS (pitch = -100). At 295 KEASthe Orbiter will pitch up to -30 to establish equilibrium glide conditions at 300 KEAS.Programmed test inputs (PTIS) and aerodynamic stick inputs (ASI) will be performedduring this glide (35 seconds).The Orbiter will pitch up to 30 and a roll left to a bank of 550 will be initiated. Duringthe turn, a load factor of 1.8g will be maintained (note: the load factor will bereleased if alpha - 130).After 1350 of turn, the Orbiter will roll wings level and thp airspeed will be reduced to200 KEAS. At 200 KEAS, a pitch to 20 will be performed to maintain 200 KEAS for theexecution of both PTIS and ASI. After the ASI, a roll left to 300 and a pitch down to-90 will be performed. The 300 banked turn will be controlled to line up on the runway.At 260 KEAS, the speed brakes will be deployed to 50 percent and a pitch up to -7Owill be performed. The resulting equilibrium glide conditions of 270 KEAS and -120flight path angle will normally be maintained to 2000 ft AGL. However, the speedbrakes may be modulated to control the touch down point. Also during this period ASI's


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9995556

11 .-.

ALT FREE FLIGHT 20.5

6.5

-10

ACTIONSEP. 6 - 20/SEC,C 0, 2 SE C 3 SEC;a:0ROLL RIGHT 200 ,o = ]-/SECAT o - -50 ROLL * = 0, CONTINUEe=-l/S CTO o - -106 = 2 /SEC TO o - -3TO HOLDAS - 300

-30

0

1.86 TURN

:00

-3-3

10

22-9-7"

PTIS STICK INPUTS (TOTAL 35 SEC)0 *o]/SEC TO o 3; ROLL LEFT 550;HOLD NZ = 1 89 (a < 13') IURN TO

2*=O; = -1o/SEC TO o= 2 OLDAS 200

PTISL STICK INPUTS (35 SEC)ROLL LtEFT 3 O 156 - -IE/SECoa -90 TURN TO *.11500 = l0/SEC TO o - -7'SB= 50%HOLD AS = 270; STICK INPUTS (15 SEC)SB-- 0

/

T

40

4C5

I %2033"%51

1)(i12 1pr,

US- 58 4

EA;BVOR

/

AS

-7 INITIATE PREFLARE E I4

11.

AT AS - 250. DEPLOY GEART.0 AS ' 220t 6 < 10 fpsAT AS = 90, EGAGEM S

._-0

\___-- I I1

| I2 3N.IA.

I4

I5

.-- LOWTO MODERATE BRAKING AS REQUIREDMIENAS' 60 t.

-5.5 N.MI.WT = 150,000 -2.5CG = 64 4% (1070.24)9

3 4 5TILCl


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150,000 pounds - 66.5% cg - tailcone on - CS S FCS modeSUMMARYAfter separation, the Orbiter will accelerate to 295 KEAS (pitch = -10). The bodyflap will be lowered to 0, and at 295 KEAS the Orbiter will pitch up to -30 toestablish equilibrium glide conditions at 300 KEAS. Programmed test inputs (PTIS) andaerodynamic stick inputs (ASI) will be performed during this glide (35 seconds).The Orbiter will pitch up to 30 and a roll left to a bank of 550 will be initiated.During the turn, a load factor of 1.8 g will be maintained (note: the load factor willbe released if alpha 130).After 1350 of turn, the Orbiter will roll wings level and the airspeed will be reducedto 200 KEAS. At 200 KEAS, a pitch to 20 will be performed to maintain 200 KEASfor the execution of both PTIS and ASI. After the ASI, a roll left to 300 and a pitchdown to -90 will be performed. The 300 banked turn will be controlled to line up onthe runway.At -260 KEAS, the speed brakes will be deployed to 40 percent and a pitch up to -7will be performed. The resulting equilibrium glide conditions of 270 KEAS and -120flight path angle will normally be maintained to 2000 ft AGL. However, the speed


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ALT FREE FLIGHT 3TE M TIME ALT (AGO Is a 0 ACTION12

0:000:05

2210021900

260250

10

7

.56.5

SEP; 6 - 20 /SEC, 3 SEC;6 =0. 2 SECROLL RIGHT * - 209; A = -1 /SECAT a = -5 ROLL # 0; CONTINUE7

20 .9TRo -i/SEC TO e -10; BF = 0

3 0:33 17700 295 5 -10 A =22 SEC TO 0= -3 TO300HOLD AS * 300 u S 5 1 004 0:35 17000 300 5 -3 PTIS; STICK INPUTS (TOTAL 35 SEC) SB = 4M5 1.10 13100 300 5 -3 6 = 1/SEC TOe = 3, ROLL LEFT 55; .OHOLD Nz = 1.89 (a 130) TURN TO 4 P 3

* x 2200 10 N 3 AS146 1:50 10900 230 9 10 = 0, e= -10/SEC T o = 2 17 @7 I

HOLD AS = 200 4 0o%7 2.05 10700 200 9 2 PITS; STICK INPUTS (35 SEC) II n8 2:40 8500 200 9 2 ROLL LEFT * = 300; 6 = -1/SEC TO

e = -96 TURN TO * = 1750I SEP

9 3:14 4600 260 5 -9 o = I'/SEC TO 0 = -70; SB = 40% HOLDAS z 270; STICK INPUTS (15 SEC)

10 3:38 2000 270 5 -7 SBO; BF -11.711 3:50 900 270 5 -7 INITIATE PREFLARE ,,.,. I __//t I _0 1 2 3 4 512 4.05 350 250 6 4 AT AS 250, DEPLOY GEAR N MI13 4.25 a 175 11 11 T. D. AS < 229; 6 < 10 fps14 4:35 0 1i5 - -- AT AS - 115 ENGAGE INS15 4:55 MODERATE TO HARD BREAKING AS REQUIREDWHEN AS ' 60

ALI AGLI0(1000)25C,20 3 4is s WT=150,000 -5.2

6 7 CG =66.5/. (1096.05) N .Mi. -. 9N M,9

112 13

TIME QW141)


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150,000 pounds - 64.5% cg - tailcone on - CSS and Auto FCS modesSUMMARYAfter separation the Orbiter will pitch down to -50 . After 20 seconds, a 300 bankedturn will be executed for a heading change of 1800, during which the Orbiter will beaccelerated to 270 KEAS. The crew will manually fly the Orbiter following theguidance error needles and speedbrake commands. When the guidance needles arecentered, the auto guidance, including auto speed brakes, will be engaged andmonitored. The auto guidance may no t be engaged until the heading error is less than450 . Prior to preflare, the auto guidance will be disengaged and the final approachto the lake bed will be controlled manually.At 2000 ft AGL, the speed brakes will be retracted and the preflare maneuver will beinitiated about 900 ft AGL. At 250 KEAS, the landing gear will be deployed andtouchdown will occur about 20 seconds later.With nosewheel steering disengaged, steering will be accomplished with differentialbraking. Heading changes of + 6 will also be performed using differential braking.


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ITEM1 2

4

5-6

789

1011

TIME ALT (AG)0:00 22100

D:05 219O

3 0:0 21001:25 16000

2:20 12100 2:42 10000

3.58 2000 4.10 900 4:25 350 4:45 05:20 0

ALT (AGL) (X1000)25

20

KEM a260

250

250250

250 270

270 270 250 175 50

10

7 77

7 6

666

11 .

0 1 2TIME (MIN)

ALT FREE FLIGHT 4.5

6.5

00

-5-5

-5-5

ACTIONSEP; 6 - 20/SEC, 3 SEC;

* 0, 2 ECROLL RIGHT 4 - 20 0; 6.-1/SECTO - 0, ROLL + .ROLL LETsSO;'.HOLD AS=-250STEER VEHICLE TO LINE UP ON LOCALIZER(*- 175) AND GLIDE-SLOPE (o- -5)MEN * < 25 FLY GUIDANCE ERRORNEEDLES AND SPEEDBRAKE COhHANDSWIEN THE GUIDANCE NEEDLES AR ECENTERED ENGAGE AUTO FCS AN D SEHONITOR AUTO GUIDANCE AND DISENGAGEAN ) ENGAGEFCS.--CSS. SB-" 0INITIATE PREFLARE

3 0

-O

FREE FLIGHT2.O00 / (4

ENGAGEAT C

\ CHECKAUTO FC STRANSIENTS

us - 58

VAF

1.00

SEP

511..

AT AS - 250. DEPLOY GEART D. AS < 2ZO; h c 10 fpsAT AS < 50, MAKE 6 HEADING CHANGESWITH DIFFERENTIAL BRAKING

4 8@

o

G,1

J0 1 2 3 4 5

J I . IAUTO = -12 IIDANI I

90 AUTB GUDAC5000- . 12 -6 N=

3 45


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FREE FLIGHT 5

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

SUMMARYAfter separation the Orbiter will accelerate to 270 KEAS (pitch = -lo). Whenestablished at equilibrium glide conditions for 270 KEAS (pitch = -2a) and at theproper position/energy relationship, a 300 banked left turn b the base leg will beperformed.While on base leg, the speed brakes will be deployed to 40 percent to provide rangemodulation for a precision landing on the concrete runway. A 30 banked turn to thefinal approach leg will be performed to line up on the concrete runway.The speed brakes will be modulated by the crew to control the landing point. At 2000 ftAGL, the speed brakes will be retracted; and about 900 ft AGL the preflare maneuverwill be initiated. At 250 KEAS, the landing gear will be deployed and touch downwill occur about 20 seconds later.Three seconds after nose wheel touch down hard braking will be applied for 5 seconds.The brakes will be released for at least 5 seconds and hard braking will be applied for5 seconds. Again the brakes will be released for at least 5 seconds after which brakingwill be applied as needed to control the rollout. Nose wheel steering will be engagedat 110 KEAS.


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ITEM TIlE ALT (AGL) CEAS a e ACTION ALT FREE FLIGHT 512

3

0:000:05

018

2210021900

20400

26025 0

270

107

6

.56.5

-10

SEP; 6 = 2*/SEC, 3 EC;6 = 0, 2 SECROLL RIGHT # = 0'; 6 = I/SECATo = -5 ROLL 0 ;CONTINUEV=-/SEC TOO = -1OAS 265 6 - 2/SEC TO = -2HOLD AS - 270 /01

EAFB--""VOR

45

0.28.1 28

1890014000

27 0270

66

-Z-2

ROLL LEFT # = 30', HOLD AS = 270AT 4,= 315 0 ROLL =0SB 40% 0--4 HOLD AS = 270 ' 400S ,

678

1:433 43350

126001500900

27 0270270

665

-4-4-9

ROLL LEFT 4=30 TOSB"- O_INITIATE PREFLARE

,= 25 TO 425

LANDIN G -

9

E x

SB=3'

' J1.00

91011

12

4.054'254 28

4.48

35000

0

250175160

-

611-

411

AT AS = 50, DEPLOY GEARTO AS , 20, AK 10 fpsAT TO + 3 EC, BRAKE HARD 5 SECWAIT 5 EC, BRAKE HARD 5 SECWAIT 5 ECBRAKE AS REQUIRED

GEAR r.J".

A

-

/

I ISEP

I I I IALT LAGL)(XIO00)25

0 1 2 3N MI

4 5

20 4

15 6-8.3 N M. , - - -33N.M.10

5,

WT = 150,000CG = 64 5% (1070 24)

9 10o 1 2 3 4 5

TIME (MIN)


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150,000 pounds - 65% cg - tailcone off - CSS FCS modeSUMMARYAfter separation, the Orbiter will pitch down to -22' and accelerate to 255 KEAS.At 255 KEAS the crew will initiate a practice flare and simulated landing. Duringthe deceleration of the flare, the altitude rate will be held to essentially zero whilethe crew evaluates the handling qualities. At 185 KEAS and an alpha approximatelythat of landing (about 110), the Orbiter will pitch down to -220 and accelerate to285 KEAS. At 285 KEAS, the crew will pitch up to -17 and establish equilibriumglide conditions at 290 KEAS. At 250 KEAS, the landing gear will be deployed andtouch down will occur 20 seconds later.


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ALT FREE FLIGHT 6ITEM TIRE ALT (AOL) KEAS a e ACTION SEP 1

1

2

0:00

0"05

17200

17000

260

24 4

10

8

.5

6.5

SEP. 6 - 2SEC,o = 0. 2 SEC 3 SEE;

ROLL RIGHT * 20; 6 = -2#SECAT a = -5'ROLL * = 0; CONTINUEa = -20/SEC TO o - -22 (2

STARTPRACTICEFLARE3

45

0:23

0:551 40

14300

122004600

255

180285

5

114

-22

11-22

AT AS 255 INITIATE PRACTICEFLAREFLARE 6 - 2'/SEC.TO HOLD h CONTINUE0; AS 185AT AS = 185; 6 -2/SEC TOuo--220FAE9ABAT AS =285 6 = "*/SECTO9 - -170 TO HOLD AS = 290

fe-1:00

PENDT

%VOR

6 1 52 2000 290 4 -17 INITIATE PREFLARE a = 2"/SEC ,7 2.07 350 250 6 3 AT AS = 250 DEPLOY GEAR8 2.27 0 175 11 11 T.O. AS ' 220, h 10 fps %209 2:30 0 160 - -- BRAKE AS REQUIRED7

TO 2 27"ALT (AG) E25 - 0 1 2 3 420 -"1

--

-10

5

-5 05

WT = 150,000CG = 6 57. (1076.7)

TAILCONE OFF

10 4 N,MI.

0 1 2TIME (MIN)

3


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150,000 pounds - 65% cg - tailcone off - CSS FCS modeSUMMARYAfter separation, the Orbiter will pitch down to -220 and accelerate to 285 KEAS.At 285 KEAS, the speed brakes will be deployed to 450. The crew will manually flythe Orbiter following the ADI auto-guidance needles including speed brake commands.Prior to preflare, the speed brakes will be retracted. At 2000 ft AGL, the preflaremaneuver will be initiated and the landing gear will be deployed at 250 KEAS.Touchdown -will occur about 20 seconds after the gear is deployed.


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ALT FREE FLIGHT 7ITEM TIME A.T (AGL) IAS e ACTION SEP (1 0:00 17200 260 10 .5 SEP; 4 - 2*/SEC, 3 EC;

-4 6 - 0,.2 SECZ 6:05 17000 244 7 6.5 ROLL RIGHT # - 20% 6 - -2/SECAT a - -50 ROLL 0; CiTINUE6 - -2/SEC TO e --W* s -583 0:18 15500 23 8 5 -22 6 - 0; ACCELERATE TO 290. FLY 4(i TRACK ERROR GUIDANCE ERROR NEEDLES TO LIRE / 0 NELS *~175) AN D -' NEELES *E5FBUP ON LOCALIZER (* r \ =GLIDESLOPE (e- -20.5) 4 0.38 10400 290 4 -20.5 FLY GUIDANCE ERROR NEEDLES AN D 1 1:OO T RSB BRAXE OWANDS m 35%1//-. TERMINATE ERROR5 1:10 3100 29 0 4 -20.S SS- NEEDLE TRACKING6 1.15 2000 29 0 4 -20.5 INITIATE PREFLARE o - 2/SEC 8=17 1.30 500 250 6 3 AT AS 250, DEPLOY GEAR8 1.52 0 175 11 11 TD AS 220, 6 10 fps

" 9 155 0 160 -- -- BRAKE AS REQUIRED TO 1-52_ . 1_ _/ 10 1 2 3 4N. MI.ALTxlO00) ..AGL)

25

15-.5 N.mi.

10 WT = 150,000=CG 6 5"- (1076.7)

0 1 2 3TIME (MIN)


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150,000 pounds - 65% cg - tailcone off - CSS and Auto FCS modesSUMMARYAfter separation, the Orbiter will pitch down to -220 and accelerate to 285 KEAS.At 285 KEAS, the speed brakes will be deployed to 450 . The crew will manually flythe Orbiter, following the ADI auto-guidance needles. When the needles are centered,the auto guidance - including auto speed brakes - will be engaged and monitored.The auto guidance will be disengaged and engaged at altitude to determine anyswitching transients. The auto-guidance will then be allowed to control the flightto touchdown.


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

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Transcript of Space Shuttle Program Orbiter Approach and Landing Test Pre-ALT Report