Nasa’s F-15 Program

There are few fighters that capture the imagination in the same way that the F-15 Eagle does. Almost all the pilots who flew the Eagles in peace and in war, acknowledge that it was a completely ‘different beast’. Its handling capability and its sheer power will be difficult to duplicate in a platform-era base. To resume, the F-15 will most likely end up in history as the most feared and respected fighter of all time.

The Eagle had been working for peace now for more than a quarter of a century. It forms the backbone of not only the United States Air Force, but most of the Allies air dominance capability. The majestic ‘Bird’ has also been a fixture on NASA’s flying circles since the mid 1970s. The National Air and Space Administration had and still operate a small fleet of modified F-15s, most of them for experimental purposes.

The first F-15 operated by the Administration was serial number 71-0281. The unit was utilized in December 1975 to test the thermal tiles implemented on the Shuttle program. The unit was sent back to the USAF in the spring of 1983. Sample 74-0141, an F-15B version, was used by NASA as an Aerodynamic Flight Facility from the summer of 1994. Those ‘B’ platforms were known inside the space agency as NASA 836 units. Their primary function was to carry a Flight Test Fixture (FTF) on its center pylon.

Inside each FTF were research systems, materials for testing and advanced instrumentation. An example of this was the X33 Thermal Protection System which was tested in FTF-II. The system calibrated, monitored and instrumented the many materials destined for the X-33 flight experimentation profile.

On January 5th, 1976 NASA acquired an F-15A (71-0287), the eighth ‘A’ ever produce, designated NASA 835. The 835, which is NASA’s top operating Eagle, served as a test bed for futuristic propulsion systems, aerodynamics, control mechanisms, flight techniques and fly-by-wire integrated computers. In 1982, the unit was modified to test the highly advanced DEEC Engine Control System (ADECS). The ADECS was a platform utilized to evaluate and to achieve stall control of the engine’s margin under different operational parameters.

After completing the evaluation with ADECS, the 835 was fitted with the Highly Integrated Digital Electronic Control (HIDEC), a new system intended to use computer power to detect loss of, or degradation of control surfaces. It was expected that after the problematic area was indentified, HIDEC would re-configure the remaining control sections to compensate. At the same time, it would alert the pilot of the problem and generate a new, real time flight package to assist the pilot in keeping the plane flying.

NASA 835 also tested the controversial Self Repairing Flight Control System (SRFCS) in the autumn of 1989. The SRFCS was, in some ways, very similar to the HIDEC, but one thing that the Self Repairing system offered was an in depth analysis of failures other than that of the control surfaces. Hydraulics, mechanical and electronic systems were all monitored by SRFCS, which will make any correction needed to failing systems in order to keep the aircraft airborne.

In the summer of 1991, the 71-0287 was redesigned to be part of the Performance Seeking Control (PCS) program. The programs main function was to optimize engine performance and assure safe operation of the power plants through digital monitoring of failures and digital control of the inlets, nozzles and flight control sections.

835 ended its long and distinguish NASA career flying as a Propulsion Controlled Aircraft (PAC). PAC was initiated because a series of crashes caused by loss of flight control prompted the agency to commence a program to determine whether it was possible for a system to be designed to maintain control of an aircraft by altering thrust parameters on a single power plant.

Initial results with PAC showed promise as it proved the concept of control through pitch with one engine, though an asymmetric application of thrust from two engines was needed to alter heading and induce roll. NASA 835 was the only aircraft using PAC. In one test flight, the unit flew down to less than 10 feet above a runway at 150 KIAS utilizing thumbwheels. Successful landings at Edwards AF base in California proved the soundness of the concept.

The last PCA flying program attached to the 835 was that of the Landing/Maneuvering Technology Demonstrator (S/MTD) for testing emerging technologies for suitability to the USAF’s Advance Tactical Fighter program. Technologies used on the F-22 Raptor and the new F-35 Lighting II.

Jane’s Aircraft Recognition Guide, Gunter Endres and Mike Gething, HarperCollins Publishing 2002
Skunk Works, Ben R. Rich and Leo Janos, Back Bay Books, 1994
Concept Aircraft: Prototypes, X-planes and Experimental Aircrafts, Jim Winchester, Editor; Thunder Bay Press, 2007

Funny Airplane Etiquette Video

Some airline humor for the soul. This funny video demonstrates the rules of etiquette when flying on a major aircraft….enjoy! Enter your email to the right of this note to receive our daily feed of aviation related articles…..do it now before you forget!

Ilyushin IL-86 Take-Off and Landing

A challenging landing of this Ilyushin IL-86 to say the least.

IIyushin II-86 Review

At first (entering service in 1976) the Soviet wide-body IIyushin II-86 looked like a Boeing 707 that had been over-pressurized! In fact it is a very useful machine, ideal for carrying 350 people between icy airports lacking all amenities, and has been described as the Soviet equivalent of the Airbus. It’s bigger than a 707, with a length of 194ft 4in and Kuznets NK-86 engines of 28,660-lb thrust each. This whale of an aircraft has distinctive main landing gears: three four-wheel hogies side-by-side, two folding inward and the middle one forward. On ce on board, passengers carry their baggage and climb one of three airstairs hinged down from below on the left side. On board, they stow their baggage and coats and then climb further stairways to the vast main deck.
In the 1990s the totally new 11-96 will replaces the 86 in production. This has a very efficient wing of much greater span, Soloviev D-90A engines of 35,275 lb thrust with much reduced noise and fuel consumption, and shorter fuselage for up to 300 passengers. With much greater range of some 6,000 miles, the 11-96 is intended for use between big airports, and passengers will go aboard the normal way through doors located at the main-deck level.

Lightning Strikes Qantas Aircraft

Check out this footage of lightning striking a Qantas airliner while in flight.

Flight 1549 First Impact Footage

Great footage of US Airways Flight 1549 (Airbus A320) landing on the Hudson River.

A320 Airbus lands in Hudson River

U.S. Airways Flight 1549 plunged into the Hudson River due to an encounter with a flock of Canadian Geese. Both engines were struck by the birds as it took off from La Guardia Airport.

The fact that no one was killed is being credited to the experienced skills of Captain Chelsey (Sully) Sullenberger. Captain Sullenberger was able to control the A320 Airbus long enough to make a controlled landing on the river.

Ferries taking workers between Manhatten and New Jersey were quickly rerouted to assist with picking up passengers.

Mayor Bloomberg was heard at the scene stating that the pilot did a masterful job landing the plane in the river and then making sure everyone got out.

Chinese Aviation Sector Gets Support From Government

The Chinese Government is offering tax exemptions while Chinese banks are also offering 26 billion in loans to it’s largest aircraft manufacturer (Aviation Industry Corp of China).

China is attempting to do whatever it can to help its ageing aviation sector. All this as a result of the worldwide recession.

China’s Ministry of Finance said the State Council had approved, retroactive to Jan 1, 2008, 3-year exemptions for the operational tax on fuel surcharges paid by Chinese airlines. It was reported that the surcharge tax exemption would save the airlines a combined total of $366 million (2.5 billion yuan).