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The NASA Langley Research Center is developing a set of Transport Research Facilities which will support a simulation-to-flight process that will improve the efficiency of conducting experiments from concept development, to ground-based simulation testing, to flight testing. A key facility is a modified B-757-200 airplane containing an onboard research system. This aircraft is replacing the existing NASA B-737-100 Transport Systems Research Vehicle. The other Transport Research Facilities include two simulator cabs, a Research System Integration Laboratory, and the associated software. These facilities will support research flight operations associated with the present and future air traffic control environments.

An investigation of the effects of severe in-flight weather environments on composite structures has been conducted as part of the NASA Langley Research Center Storm Hazards Program. The program used an extensively-instrumented F-106B airplane to make thunderstorm penetrations. The vertical fin cap was chosen for the experimental composite structure because of the likelihood of lightning strike attachments and the ease of component replacement. Four components were flown and investigated. The first was the U.S. Air Force production glass/epoxy fin cap which Was flame-sprayed by NASA with aluminum for lightning protection. The second fin cap was fabricated with Kevlar/epoxy fabric skins and used an aluminized glass cloth for lightning protection. The third fin cap was fabricated with graphite/epoxy fabric skins with no lightning protection.

An investigation of the effects of severe in-flight weather environments on composite structures has been conducted as part of the NASA-Langley Research Center Storm Hazards Program. The on-going program uses an extensively-instrumented F-106B airplane to make thurderstorm penetrations. The vertical fin cap was chosen for the experimental composite structure because of the likelihood of lightning strike attachments and the ease of component replacement. Three components were flown and investigated. The first was the U.S. Air Force production glass/epoxy fin cap which was flame-sprayed by NASA with aluminum for lightning protection. The second fin cap was fabricated with Kevlar/epoxy fabric skins and used an aluminized glass cloth for lightning protection. The third fin cap was fabricated with graphite/epoxy fabric skins with no lightning protection. All three components were exposed to high rain rates and direct lightning strikes.

This paper discusses an NASA-developed trailing airspeed anemometer system which permits high-accuracy airspeed calibrations to be made at low airspeeds (M ≤ 0.2). Both the anemometer system and its use in flight tests are described.