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for three decades the NASA Ames vertical

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motion simulator has provided the

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shuttle program with engineering studies

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and pilot training for the shuttle

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landing and roll out phase since April

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1980 the VMS has been an important

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developmental tool for the shuttle

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program unlike most newer aircraft

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programs with extensive flight testing

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only five free flight landings were

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performed as part of the approach and

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landing tests for the first shuttle

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mission to date the shuttle program has

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130 successful mission landings due to

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the low number of flights the VMS has

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played a major role in what would

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VMs has been used as a testbed to

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determine the effects of various

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engineering and operational changes for

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the VMS is a unique high fidelity large

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amplitude six degree of freedom motion

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flight to meet the large motion envelope

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of the VMS simulates to touchdown and

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roll out motion cueing of the actual

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shuttle landing the system architecture

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in the VMS is flexible by design it

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allows integration of external software

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modules and unique vehicle specific

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hardware this has enabled the shuttle

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program to use the VMS to develop test

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and evaluate numerous changes that have

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improved safety and operation of the

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early use of the VMS investigate and

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address humming quality issues played a

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major role in the use of VMs for

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training the first VMs simulation

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investigated a pilot induced

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oscillations or Pio

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that the orbiter encountered during

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approach and landing tests prior to use

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of the VMS Ames flight simulator for

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advanced aircraft was used for the PIO

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testing but did not provide the vertical

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motion camera with enough fidelity to

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recreate the PIO when the VMS became

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operational in 1980 this test is

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repeated and the VMS was able to

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recreate the vertical cueing necessary

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to reproduce the PIO after that the VMS

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has been used extensively by the shuttle

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programs for engineering study as well

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landing and roll ad is defined as the

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phase of flight from Mach point nine

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five to touch down where the shuttle

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this is a demanding task in many ways

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first the flight crew have been in

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microgravity conditions for some length

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of time and are adapting from extended

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weightlessness to Earth's gravity during

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approach and landing second the space

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shuttles flight control system is a

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three axis rate command system designed

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to deal with changing aerodynamics

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this requires years of training by

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pilots to perfect the precision small

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amplitude low gain input flying

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necessary to perform a safe landing

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lastly the space shuttles rapidly

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descending approach and landing profile

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is unpowered so it must be done

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correctly on the first attempt unlike

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any other aircraft for these reasons the

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training on the VMS simulator is

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critical to the astronauts to phase the

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fly from MOG point nine five two

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touchdown encompasses subsonic terminal

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area energy management or pain as well

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as perch and landing guidance

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team has four flight phases estern

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acquisition heading alignment and creep

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final approach and landing guidance has

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five seconds trajectories capture under

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glide slope shallow glide slope final

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orbiter landing simulators provide the

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relations of the heading alignment phase

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also referred to as a heading alignment

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Norberto will intercept the hitting the

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Lyman column and spiral down until it is

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lined up to begin the protein landing

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phase the approach and landing phase

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begins at ten thousand feet at a glide

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slope 20 degrees for a lightweight

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at approximately 2,000 feet the orbiter

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will begin to transition to at one point

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five degree glide slope until the final

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flare and touched in the main gear is

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targeted for 2500 feet down the runway

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shortly after touchdown of the main game

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the pilot with the polarize direction at

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a velocity of 185 knots the commander

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will de rotate at 1.5 degrees per second

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until the nose gear touches down braking

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starts after the orbiter has decelerated

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below 120 knots the pilot would jettison

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the chute at 60 knots as the commander

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approximately 27 updates have been

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incorporated into the shuttle flight

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software and hardware systems over the

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past 30 years

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the VMS has been used to conduct more

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than 80 engineering studies that have

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led to more than 20 shuttle flight role

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the most recent engineered study was the

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crew evaluation of the modified braking

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it resulted in a flat road change to the

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braking procedures on the Edwards Air

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some significant models incorporated

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into the VMS include studying various

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drag chute sizes to see which would be

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evaluating crosswinds for all weights

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which resulted in helping define the

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orbiters limits studying the heads-up

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studying the mane and nose gear drag

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tire compression side energy side loads

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and normal loads investigating the

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carbon carbon bright energies

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encountered during worst case tell

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evaluating three equivalent airspeed for

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use in a redundant beep trimmed software

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modification allowing minimum

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degradation of D rotation handling

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the continuous reviews of VMs simulation

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results have led to systematic

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improvements the shuttles landing and

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rollout simulation these improvements

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have led to better training results and

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improved safety and operation of the

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orbiter the and even rollout training on

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the VMS has been an integral part of the

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simulation scenarios are developed for

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various environmental conditions

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emergency landings as well as system

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failures including blown tires and shoe

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every pilot who has flown the shuttle

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more than 65,000 landing and rollout

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training and engineering runs have been

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completed other than on the actual

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orbiter the BMS is the only place where

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a shuttle pilot can feel what it's like

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to land the vehicle experience shuttle

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commanders have stated that the VMS is