NASA Facts

National Aeronautics and

Dryden Flight Research Center

Systems Research Aircraft in flight EC 97 44272-6

F/A-18 Systems Research Aircraft

The NASA Dryden Flight Research Center is using an F/A-18 Hornet fighter aircraft as its Systems
Research Aircraft (SRA). The aircraft is on loan from the U.S. Navy.

Background

The SRA project helps ensure that new aerospace concepts are transferred quickly to the U.S. aerospace
industry so they can be applied to technologies for commercial and military aircraft and space vehicles.

Key technologies investigated aboard the F/A-18 SRA include advanced power-by-wire concepts and
fly-by-light (fiber optic cable) systems, as well as electric-powered actuators and advanced flight-control com-
puter software. In the past, pilots controlled aircraft through direct force. As engine power and speeds increased,
more force was needed, and hydraulically boosted control, governed by flight-control computers, emerged.
Power-by-wire, fly-by-light systems and electric-powered actuators aim to eliminate cumbersome hydraulic
cables in favor of more versatile wires and fiber-optic cables.
 significantly reduce the costs and logistical and main-
Future aircraft that will benefit from re- tenance support for future aircraft by helping eliminate
search aboard the SRA are the high-speed civil sophisticated but heavy aircraft hydraulic systems in
transport favor of electrical “power-by-wire” systems for
next-generation general aviation and military operating flight controls. Besides savings in cost and
aircraft. In addition, the program is developing support, electrical systems promise diminished vulner-
advanced ability in combat by eliminating hydraulic lines in the
flight-test techniques that will be used on future fuselage and wing box. The experiment is slated to
aircraft. begin flight-research missions in March 1998 after
ground-based testing.
Introduction
Schlieren Imaging System Experiment —
The primary goal of the SRA program is to The Schlieren Imaging System experiment uses two F-
identify and flight-test the newest and most advanced 18s, one “chase” aircraft outfitted with a special
technologies beneficial to subsonic, supersonic (faster airborne camera system and Dryden’s F/A-18 SRA,
than the speed of sound), hypersonic (more than five which acts as a “target” aircraft. As the F/A-18 SRA
times the speed of sound) and space applications. The passes at supersonic speeds in front of the sun, its
SRA facility allows government and industry to focus shock waves, which are more dense than the surround-
the integration, ground test and flight validation of ing air, are illuminated. The F/A-18 with the Schlieren
breakthrough technologies. Imaging System can record these shock waves using
the system’s optics and imaging camera that are
The ability to flight-test new technologies can located in a modified NITE Hawk Forward Looking
eliminate perceived and real technical barriers. The Infrared pod. This pod provides the stability and
systems testbed approach used by the SRA facility tracking required for Schlieren imaging. Studying
lowers development cost, decreases the time needed to images of shock waves has several potential applica-
develop new technologies and focuses research ef- tions: allowing researchers to reduce the effects of
forts. sonic booms on the ground, verifying and enhancing
wind tunnel studies and computational techniques that
The program fulfills several goals of NASA predict the structure and movement of shock waves
Aeronautics and Space Transportation Technology, and observing the interactions of aircraft engine
including increased aviation safety, improved environ- exhaust/plume shocks that can have a negative impact
mental compatibility and cheaper access to space. on engine acoustics or performance. Imaging flights
are scheduled to begin in early 1998.
Flight Research Programs
Air-to-Air Global Positioning System — To
perform the carefully choreographed Schlieren experi-
Electrically Powered Actuation Design ment, the F/A-18 SRA and Dryden’s F-18 no. 846 will
Validation Program (EPAD) — The purpose of the use a new air-to-air global positioning system (GPS).
EPAD program is to examine the reliability and The air-to-air GPS system consists of a GPS receiver
performance of advanced actuators. An actuator and modem in each aircraft for data communications
translates signals from the aircraft’s flight controls to a between the F-18s. F-18 No. 846, the “chase” aircraft,
mechanical action of control surfaces such as flaps, processes information in its receiver, calculates the
ailerons and rudders. The EPAD program is a joint real-time relative positions of the two aircraft, and
effort by NASA, the U.S. Air Force and U.S. Navy. displays these positions for the pilot. This provides
Two actuators, the Smart Actuator and the Electro- precise information about the position of the SRA
Hydrostatic Actuator have been tested successfully “target” aircraft, which is necessary for the Schlieren
aboard the SRA. The third actuator in the program, the imaging. Air-to-air GPS also has valuable applications
Electro-Mechanical Actuator, arrived at Dryden in where precise information about the relative positions
October 1997. The Electro-Mechanical Actuator could of aircraft might be necessary. Possible uses include
close formation flight and vortex flow surveys behind
aircraft. Early flight-research missions have shown and Lewis Research Centers. Also participating are the
accuracy of within 6 inches. U.S. Air Force and Navy.

Production Support Flight Control Com- The SRA has been developed from a pre-
puter—The Production Support Flight Control Com- production model of the F/A-18, a two-seat fighter/
puter is slated to speed up the development of new attack aircraft built by Boeing, formerly McDonnell
flight-control software. Standard F-18s fly with one Aircraft Co., St. Louis, Mo. The F/A-18 is currently in
set of flight-control software. This new system allows service with the U.S. Navy and Marine Corps.
the aircraft to fly using two sets of software — re-
search flight-control software and the standard flight- Aircraft Specifications
control software. The aircraft will be able to fly using
the research software, and if problems occur, the pilot The aircraft has a wing span of 40 feet five
will be able to quickly switch over to the standard inches The fuselage is 56 feet long and 10 feet six
flight-control software. This new capability will speed inches high at the canopy.
up the development time for new flight-control soft-
ware by shortening the amount of validation and The SRA is powered by two General Electric
verification time spent on the ground before it is F-404-GE-400 turbofan engines, each producing
installed and flown on the aircraft. The Production 16,000 pounds of thrust in afterburner.
Support Flight Control Computer underwent a com-
bined systems test in December 1997, and is sched- Typical takeoff weight of the SRA is 39,000
uled to fly in March 1998. lb, with 10,000 pounds of internal fuel.

Program Management

Dryden’s Systems Research Aircraft program

Three view of F/A-18 Systems Research Aircraft