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Stay on schedule
Anticipating flight test requirements keeps projects on critical path. By planning parallel subsystem build-up tests, surprises are minimized later in the development cycle. The process is smooth, and smooth is quick.
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Control the amount and types of risks
Flight test risk management does not mean zero risk, but includes powerful tools to anticipate specific hazards and identify mitigations.
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Avoid costly redesign
Flight test reinforces requirements traceability with tools like system engineering. By incorporating “testability”, product teams can minimize shifting goalposts and anticipate interfaces across the design.
Archer reveals production design for eVTOL aircraft
Archer Aviation unveiled the design of its production aircraft named Midnight at an open house event in California, USA last week.
Midnight is an evolution of Archer’s demonstrator eVTOL aircraft Maker, which can be seen in the video above before the reveal of Midnight. Maker made its first flight in December last year.
The company said the flight test program is “on schedule” and expects to complete a full transition flight in the coming weeks.
The five-seater Midnight eVTOL aircraft uses a proprietary twelve-tilt-six propeller configuration and has been developed for short distance trips of around 20 miles (32km) with a charging time of approximately 10 minutes in-between.
Archer plans to certify Midnight with the FAA during “late 2024” and then operate it within an urban air mobility (UAM) network it plans to launch in 2025.
Adam Goldstein, Archer’s Founder and CEO said, “From day one Archer’s strategy has always been about finding the most efficient path to commercializing eVTOL aircraft.
“We believe our strategy and team’s ability to execute on it has allowed us to establish our leadership position in the market and is why we are confident we will be the first company to certify an eVTOL aircraft in the US with the FAA.”
Archer completed Midnight’s preliminary design review in August and began working towards Type Certification.
Transition from vertical to horizontal flight is a key milestone in any eVTOL aircraft’s development program because it demonstrates a number of key systems, such as power and flight control and validates the flight physics of the design.
The company said that Maker’s flight test program had generated invaluable data that has been used in the development and certification path of Midnight.
“We continue the push towards commercialization, with the vast majority of our resources focused on completing the development and certification of Midnight, building out our manufacturing and supply chain capabilities and hardening our go-to-market plans,” said Mark Mesler, Archer’s CFO.



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Deal extended: Courses Up To 85% OffFirst Liquid Hydrogen Fuel System Demonstrator for aircraft successfully tested by GKN
GKN Aerospace has successfully ground tested a liquid hydrogen fuel system for aircraft.
The demonstrator was designed, built and tested by GKN and UK-based Filton Systems Engineering to investigate the feasibility of using a liquid hydrogen fuel source in a search and rescue drone.
The system, which is able to vaporize and condition liquid hydrogen for use in the fuel cell, integrated the tank with a distribution solution.
The performance of the fuel system was verified by coupling it with a proton exchange membrane (PEM) fuel cell stack, representative of the type that could be installed on a future zero-emission aircraft.
During testing successful storage and management of the liquid hydrogen was achieved, and the fuel cell power system was supplied with hydrogen at the required temperature and pressure over a range of electrical loads typical of a drone’s search and rescue mission.

Key outcomes of the project include the development of safe system design, manufacturing knowledge, operational knowledge for liquid hydrogen fuel systems, hydrogen fuel system test data, and an adaptable test rig suited to further study of hydrogen components and subsystems, said GKN.
The project enabled GKN to understand and address many of the safety concerns raised by the introduction of such a novel fuel.
Max Brown, vice president of technology at GKN Aerospace said, ’’We are delighted with the outcome of this project and believe we are very much at the forefront of exploring the challenges in this area.
“In a single end-end test environment the team has demonstrated fueling and storage of liquid hydrogen, conditioning and distribution of cryogenic gas, and the use of PEM fuel cells to generate electrical power.
”While the focus of this work was on a small scale platform, the achievement is highly aligned with other work we are conducting in programs such as H2GEAR, where we are delivering propulsion technologies focussed on enabling zero emissions flight.’’
The fuel system was developed and tested as part of a UK Government funded project called Safe Flight which aims to increase the endurance of unmanned search and rescue drones.
Kratos delivers Valkyrie unmanned drone to US Air Force
Kratos’ Valkyrie XQ-58 drone is a stealthy unmanned combat aerial vehicle designed and built for the US Air Force
Kratos has supplied the first of two XQ‑58A Valkyrie unmanned drone to the US Air Force for use in testing autonomous systems.
The Valkyrie is a low-cost, high-performance unmanned aircraft. It is rocket-launched from a rail system and controlled from a ground station or airborne fighter. An onboard computer system is capable of determining the best flight path and throttle settings to comply with commands.
The Autonomous Aircraft Experimentation (AAx) team is using the 30ft long Valykrie at the Eglin Air Force Base Range in Florida, USA for developmental ground and flight testing.
This is the first time the Valykrie has been used by the military, so much of the aircraft’s infrastructure and logistics have to be created from the ground up and will be recorded.
Maj. John Nygard, 40th FLTS AAx team lead said, “When you combine the XQ-58A with the Eglin Range infrastructure, you get an uncrewed aircraft that enables real, open-air test of flight autonomy software capabilities while also proving out the resource requirements that could be used for future combat collaborative aircraft.”
The AAx team are testing autonomous aircraft in partnership with the Air Force Research Laboratory (AFRL).



“The data generated during previous tests, along with feedback provided from our user community, show that in order to rapidly develop and mature tactical autonomy on an appropriate timeline, investment in and utilization of appropriate military range resources is required,” said Matthew Niemiec, AFRL autonomous aircraft experimentation portfolio lead.
Military range resources are a major reason Valykrie testing is being conducted at Eglin. The Eglin Range communications supports infrastructure that will allow engineers at the ground station in its Central Control Facility to monitor the vehicle’s performance during flight.
Additionally, autonomous aircraft operations, airspace, and safety processes have been developed to enable safe and effective flight testing for uncrewed air vehicles.
The Valykrie’s first flight is scheduled for later this month.
Nygard described this new test as time-critical, with a lot to get done in a short amount of time. “The goal by fall 2023 is to leverage this platform for experimentation with crewed-uncrewed teaming display solutions,” said Nygard.
Additionally, the AAx team is building a data-storage and simulation environment to capture operator feedback and integrate their inputs into the autonomy software development process. The XQ-58A could host a variety of flight autonomy software solutions that were first tested in the simulator, including those from the Skyborg Autonomy Control System and others provided by third-party government and industry partners.
Niemiec said AFRL is working with multiple industry partners to integrate leading-edge autonomy capabilities onto the XQ-58A.
“The simulation investment enables us to focus flight test efforts of XQ-58A on developing the process to deliver autonomy software capable of accomplishing operator-defined missions to the warfighter,” he said.
Development and design
A XQ-58 Valkyrie deploys an Altius-600 unmanned aircraft system
The XQ-58 Valkyrie falls within the USAF Research Laboratory’s Low Cost Attritable Aircraft Technology (LCAAT) portfolio, whose objectives include designing and building unmanned combat aerial vehicles (UCAVs) faster by developing better design tools and maturing and leveraging commercial manufacturing processes to reduce build time and cost. The role of the LCAAT is to escort the F-22 or F-35 during combat missions, and to be able to deploy weapons or surveillance systems.
The XQ-58 is designed to act as a “loyal wingman” that is controlled by a parent aircraft to accomplish tasks such as scouting, defensive fire, or absorbing enemy fire if attacked. It features stealth technology with a trapezoidal fuselage with a chined edge, V-tail, and an S-shaped air intake. The XQ-58 is capable of being deployed as part of a swarm of drones, with or without direct pilot control. Though the XQ-58 is capable of conventional take-offs and landings, it can also be launched from “nondescript launch modules”, such as support ships, shipping containers, and semi-trailer trucks. Kratos could produce between 250-500 Valkyries per year.
Operational history
The XQ-58’s first flight took place on 5 March 2019, approximately two-and-a-half years from contract award. A total of five test flights were planned in two phases to evaluate system functionality, aerodynamic performance, and launch and recovery systems.
On 23 July 2020, the Air Force awarded contracts to Kratos, Boeing, Northrop Grumman, and General Atomics authorizing the companies to compete for the Skyborg program, an effort to field an unmanned wingman cheap enough to sustain losses in combat but capable of supporting manned fighters in hostile environments; Kratos may use the XQ-58 as its submission, although it was developed separately under the LCASD program and another airframe might be submitted. Kratos was further down-selected, along with Boeing and General Atomics, on 7 December 2020. Submissions were delivered by May 2021 for flight tests in July 2021.
On 26 March 2021, the XQ-58A completed its sixth test flight, opening the doors of its internal weapons bay for the first time and releasing a 27 lb (12 kg) Area-I Altius-600 small unmanned aircraft system (UAS)
What is Artemis? Everything you need to know about NASA’s new moon mission
NASA is embarking on a yearslong, multistage, groundbreaking mission to the moon. Here’s why NASA is returning to the moon, who’s going, what technology is enabling the mission, and more.
Artemis I launch update
After a handful of scrubbed launches, Artemis I finally launched into space on Nov. 16 at 1:47 AM EST. The Artemis I mission will last 25 days before the Orion spacecraft returns to Earth and splashes down off the California coast.
NASA had to scrub its first Artemis I launch attempt on Aug. 29, after encountering a problem with one of the Space Launch System (SLS) rocket’s engines. The engine was having trouble reaching the proper temperature range for liftoff. The second launch attempt occurred on Sept. 3. and was unsuccessful due to a hydrogen leak in the quick disconnect, an interface between the liquid hydrogen fuel feed line and the SLS.
NASA officials have said that scrutiny of its program is warranted — they are spending public dollars, after all. However, they’ve said they will not succumb to pressure to rush the launch.
What is the Artemis mission?
NASA is embarking on a yearslong mission called Artemis that involves a multistage plan to send astronauts to the moon and beyond. The Artemis mission will culminate with landing the first woman and person of color on the moon.
This mission will prepare humanity for the long journey to Mars, and it will help us establish a sustainable lunar economy. NASA is working with international and commercial partners to carry out the mission.
Why is it called Artemis?
From 1969 through 1972, the NASA Apollo program took humans to the moon. Artemis is the twin sister of Apollo and the goddess of the moon in Greek mythology.
The Artemis I mission patch (figure below) showcases the Space Launch System (SLS) rocket carrying the Orion spacecraft. The triangular shape is a classic shape for NASA mission emblems dating back to the shuttle era. It represents the three main programs that constitute NASA’s Deep Space Exploration Systems: Orion, SLS, and Exploration Ground Systems. Several elements within the design carry symbolic meaning for this historic flight.

Why are we going back to the moon now?
NASA and its partners have made huge strides since the Apollo program, as demonstrated by the success of the International Space Station. Humans have continuously lived and worked aboard the ISS for two decades. The ISS, however, is just 250 miles above Earth. The moon, by contrast, is 250,000 miles away, while Mars is 140 million miles away.
If humans want to establish a longer-term presence beyond low Earth orbit (where the ISS is located), returning to the moon is the next logical step.
“There are many reasons to go back, or as you may have heard me say, go forward to the moon,” then-NASA Administrator Jim Bridenstine wrote in 2019. “With Artemis, we’re going to explore more of the moon than ever before, and we’re planning to stay this time. We are traveling 250,000 miles to the moon to demonstrate new technologies, capabilities and business approaches needed for future exploration of Mars, which can be as far as 250 million miles away from home.”
What are the goals of the Artemis mission?
In the broadest terms, the goals of Artemis are to enable scientific discovery, open up new economic opportunities, and inspire a new generation of scientists, technologists, and leaders.
By returning to the moon, NASA aims to find water and other resources that will support long-term space exploration. Along the way, the agency expects to learn more about the moon, Earth and the universe. Ultimately, establishing a presence on the moon will give NASA and its partners the knowledge and operational confidence necessary to make it to Mars.
Meanwhile, NASA’s mission should create new economic opportunities on Earth and beyond. There’s already a momentum behind a nascent space economy that, according to NASA leaders, could in 20 years take public and private missions beyond low Earth orbit. NASA aims to stimulate services and infrastructure development on the lunar surface and in cislunar space.
The space economy is already a $400 billion industry “and on the way to $1 trillion, and I suspect it’ll get there faster than we think,” said James Reuter, associate administrator for the Space Technology Mission Directorate (STMD) at NASA, earlier this year.
As for inspiring the next generation, there’s definitely evidence that space exploration inspires young people to study science. This goal also explains why NASA is committed to sending the first woman and the first person of color to the moon.
“Our job at NASA is to do the things that are difficult, and to do the things that are right, and to motivate our base, which is our youth,” NASA’s chief astronaut, Reid Wiseman, recently said. “And right now, our country is a diverse and extremely rich country… We want every kid in America to look at our poster and say, ‘Oh, I see myself in that… I can do that someday.'”
What is the mission timeline?
Should the Artemis I mission launch on Nov. 14, it would result in a mission duration of about 25-and-a-half days with a splashdown in the Pacific Ocean on Friday, December 9.
Back in early August, NASA said it aims to launch the Artemis II mission in 2024. That mission will send astronauts on a lunar flyby test, making it the first crewed mission to go beyond low-Earth orbit since 1972.
Then, in 2025, NASA aims to launch the Artemis III mission, sending the first woman and the first person of color to the surface of the moon.
However, there’s a good chance the mission will fall behind schedule. Preparing for such a huge mission just takes time. For instance, Axiom and Collins Aerospace — the two companies building the next-generation spacesuits that NASA will use in the Artemis mission — said they expect to be able to demonstrate the suits around 2025. Given those types of constraints, NASA Inspector General Paul Martin told Congress in early 2022 that the Artemis III mission “likely will slip to 2026 at the earliest.”
The timeline has been a point of contention since the Artemis mission’s beginning. When then-President Donald Trump in 2017 called on NASA to return to the moon, the agency initially expected to make it back by 2028. In 2019, the Trump administration established a more aggressive timeline, aiming to bring astronauts back to the moon by 2024. NASA has since said the Artemis III mission will launch in 2025 at the earliest.
What is the goal of the Artemis I mission?
The Artemis I mission is unmanned. It will serve as a test of NASA’s deep space exploration systems, making sure the agency is ready to send astronauts to the moon and beyond.
The mission has three main objectives. Its primary goal is to demonstrate that the Orion spacecraft’s heat shield can withstand the high speed and high heat it will experience at lunar re-entry conditions. When Orion returns from the moon, it will be traveling about 24,500 miles an hour. The spacecraft will experience temperatures half as hot as the sun outside the heat shield.
Artemis I’s second objective is to demonstrate the operations and flight modes of the rocket and the spacecraft — all of the facilities across all of the mission phases. During the flight test, teams will verify the launch vehicle and spacecraft systems, such as communications, propulsion, and navigation systems. As part of this objective, NASA is looking for further confidence that Orion, while carrying humans, can tolerate the extreme thermal environment of deep space.
The third objective is to retrieve Orion after splashdown. While engineers will receive data throughout the course of the mission, retrieving the crew module after splashdown will provide information to inform future flights. There will be three mannequins aboard the spacecraft that will help NASA understand how the vehicle fared.

What is the goal of the Artemis II mission?
The Artemis II mission will send four astronauts on a flight around the moon. In just over 10 days, they’ll travel 4,600 miles beyond the far side of the moon. The flight will take the astronauts farther into the solar system than anyone has traveled before.
The point of this mission is to further confirm that NASA’s spacecraft systems are ready to take a crew to deep space.
The crew will be able to test the Orion spacecraft’s life support systems, as well as its communication and navigation systems. Orion will briefly fly beyond the range of GPS satellites and the Tracking and Data Relay Satellites of NASA’s Space Network — this means its crew will rely on the agency’s Deep Space Network to navigate and to communicate with mission control.
Who is NASA sending to the moon?
NASA has yet to decide which astronauts will travel to the moon. The agency has said it hopes to choose which astronauts will fly aboard Artemis II later this year.
The agency will primarily consider technical expertise for all of the Artemis missions, as NASA’s Wiseman recently said. That includes “the ability to dive into literally any situation, any technical need of the vehicle, to understand when things aren’t going quite right, and to understand when they are.”
Beyond that, he said, NASA is looking for team players who can work well with each other and flight directors. Wiseman also stressed the significance of sending a diverse crew to the moon, noting that the incoming class of astronauts represents “all walks of life.”
In the meantime, NASA’s team of 42 astronauts and 10 astronaut candidates are going through rigorous training. It involves landing Army helicopters, studying rocky terrain in areas like Iceland, spending extended periods at the bottom of a pool, and training in VR simulations.

NASA/GSFC/Arizona State University
What will NASA astronauts do on the Artemis III mission?
The Artemis III mission will take astronauts to the lunar south pole, an area of the moon where humans have yet to set foot. Scientists expect the lunar south pole to be rich in potential resources, including water. The astronauts will search for these resources and explore opportunities to make use of them.
The crew will also build an Artemis Base Camp on the moon and work on expanding the Gateway — an outpost that will orbit the moon to provide support for long-term missions on the moon as well as for deep space exploration.
Following Artemis III, NASA intends to launch crewed missions to the moon about once a year.
What spacecraft are being used?
The entire Artemis mission depends on NASA’s Space Launch System (SLS) rocket and the Orion spacecraft. To land astronauts on the moon, NASA will dock Orion at the Gateway. The astronauts will transfer to the Starship human landing system (HLS) that’s being built by the company SpaceX.

SpaceX
Who are NASA’s partners in this mission?
NASA is leading the Artemis missions, but it has several international partners, both from the public and private sectors.
More than a dozen countries have signed the Artemis Accords, which lay out shared principles grounded in safety and transparency for governing space exploration, as well as scientific and commercial activities in space.
Some of NASA’s biggest collaborators are sure to send their own crew members on Artemis missions. Earlier this year, the US committed to including a Japanese astronaut aboard the lunar Gateway outpost. The US also expressed its support for sending a future Japanese astronaut to the moon as part of the Artemis program.
The European Space Agency is also a significant contributor to the Artemis program. The ESA, for instance, designed Orion’s service module — the part of the spacecraft that supplies air, electricity and propulsion. In exchange for the service modules, the ESA will receive three seats on future Artemis missions, Space News reported.
How much will the Artemis mission cost?
n November 2021, the NASA Office of Inspector General (OIG) published an audit of the Artemis program, finding that NASA had already spent around $40 billion on the series of missions. The OIG said it expects the agency to spend around $93 billion by 2025.
As Space.com notes, the US spent $28 billion on NASA’s Apollo program between 1960 and 1973, according to the nonprofit The Planetary Society. That’s about $280 billion in today’s dollars.
Artemis mission: How you can track Orion’s trip to the moon in real time
By using the Artemis Real-time Orbit Website (AROW), anyone with internet access can see where Orion is in space.
The real-time tracker will also show trip information such as mission elapsed time, velocity and spacecraft distance from the Earth and moon.
You can access AROW at any time by simply visiting the website or by following Orion Spacecraft’s Twitter account where you will get updates on travel status. The Twitter account will also provide vectors for Orion’s location that will pinpoint exactly where Orion is located in space. Otherwise visiting the NASA website: https://www.nasa.gov/specials/trackartemis/

Flight Test 101
Flight Test 101: Safe, successful development of high-risk products
This course introduces aerospace professionals to flight test concepts for efficient development of successful products in elevated risk environments. Focus on strategies for test planning, risk management, and team structure in flight test programs.
Flight Test for Success – Efficient development, reduce costly failures
Learn the fundamentals of flight test in about 90 minutes
Product teams and businesses using professional flight test methods are over twice as likely to result in a successful product, and complete operational development in one third the time.Any new aerospace product is a bet on the future. Development timelines are usually measured in years, and require a multidisciplinary engineering team. Early application of professional flight test methodologies is proven to substantially reduce development costs and timelines, while improving customer and mission focus.
Yes, you should apply the principles of professional flight test long before there is a product to test.
Flight test practices are relevant across engineering disciplines and enhance both the aerospace professional and product team. This course’s skill sets and tools accelerate product development and avoid costly disasters. Flight test is a team sport.

Who benefits from Flight Test 101?
Every team member contributing to aerospace product development benefits from learning to think like a test pilot or flight test engineer! Whatever your role in building the future of flight, it helps to understand the proven tools for success.
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Program managers
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Engineers: Mechanical/Electrical/Software/System/Aerospace/…
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Artificial Intelligence and Autonomy Researchers
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Senior engineers
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Data Scientists
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View the free preview lesson and see for yourself!
Knowledge is Power
Why is aerospace product development different from making automobiles or consumer electronics?

These characteristics are generally not the case for aerospace.
Value-Added
Flight test principles create value for aerospace development teams
Enroll now, learn at your own pace:
Answers to these questions, and many more! This course is ideal for engineers, program managers, and executives contributing to an aerospace product team. Taught by an experienced test pilot, with content tailored to tech startups and cross-cultural team building.
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What’s the first flight test that should be flown?
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How do we balance safety with efficiency?
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What’s the difference between a databand and tolerance?
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Who’s in charge during test execution, and what’s the communications plan?
Relevant, Practical, and Applicable
Flight test 101 is applicable to not only to conventional aircraft designs, but also emerging development trends, including:
- Vehicle autonomy
- Remotely / Optionally Piloted Vehicles
- Advanced Air Mobility (AAM) / Urban Air Mobility (UAM)
- Hypersonic flight
- Space launch
- Swarming drones
- Manned/Unmanned Teaming

Inside the Wind Tunnel: How Aircraft Planes are Tested
Have you ever wondered what happens inside the wind tunnel where aircraft are tested? Today, we’re going to take you behind the scenes of the wind tunnel, talk about what happens there, and talk about some of the most interesting aircraft being tested in such facilities today. Let’s get started! First off, it’s worth mentioning that wind tunnels have been around since 1871 when French physicist Gustave Eiffel first built one in his labs.

A Brief History of Wind Tunnels
Wind tunnels were invented by a French engineer, Benjamin Boullee in 1699. His initial intention was to solve problems with designing large buildings such as cathedrals. However, these early wind tunnels were crude and could not replicate the forces of nature. Frank H. Wenham (1824-1908), a Council Member of the Aeronautical Society of Great Britain, is generally credited with designing and operating the first wind tunnel in 1871. The tunnel was built by John Browning, an optician, and located at Penn’s Marine Engineering Works at Greenwich, England. The tunnel was 3.7 meters (12 feet) long and 45.7 centimeters (18 inches) square. Even if the first wind tunnel in Great Britain was operated by a compressed air ejector the following wind tunnels used the air moved by a fan disposed upstream of the wind tunnel’s test section. The change to suction is an important step in wind tunnel development. When the fan is disposed downstream of the test section and it no longer interferes with the model, which guarantees the quality of flow.

In 1871 the first patent for an improved wind tunnel was filed and by 1900 there were many innovations that increased the accuracy of testing results and data collection methods, but it was not until 1930 when a British scientist, Alan Osborne published his groundbreaking paper “The instability of air in rectangular channels” that researchers had enough data to create what we now call modern day wind tunnels.
Today, wind tunnels come in all shapes and sizes depending on their use. They can be small like those used for unmanned aerial vehicles or larger for airplanes or helicopters. They can also be open circuit (with an open front) or closed circuit (having a closed front). Wind tunnel tests ensure the safety of aircrafts through research and analysis before they are put into production.
Aerodynamic Force Terminology
When evaluating airplane performance, wind tunnel tests help to calculate how efficient the aircraft is in generating lift and minimizing drag. When a force on an object results in a change of its velocity, that force is known as an aerodynamic force. An object experiencing aerodynamics will also experience a change in its pressure with altitude.
There are four forces to consider when evaluating airplanes during wind tunnel testing. The first three aerodynamic forces to consider when conducting wind tunnel tests are lift, drag, and thrust; these forces work together to determine if an aircraft will fly successfully.
Wind Tunnel Structure – How Does It Work?
Three main criteria that are commonly used to define wind tunnels are maximum achievable speed, flow uniformity, and turbulence level. Therefore, the design aim of a wind tunnel, in general, is to get a controlled flow in the test chamber, achieving the necessary flow performance and quality parameters.
There are five basic parts of the wind tunnel: The Settling Chamber, the Contraction Cone, the Test Section, the Diffuser, and the Drive Section. During a test, the test object is placed in the test section of the tunnel, and the air is made to flow past it. Various types of instrumentation are used to determine the forces on the model.

In some wind tunnel tests, the aerodynamic forces and moments on the model are measured directly. The model is mounted in the tunnel on a special machine called a force balance. The output from the balance is a signal that is related to the forces and moments on the model. Balances can be used to measure both the lift and drag forces.
The balance must be calibrated against a known value of the force before, and sometimes during, the test. Force measurements usually require some data reduction or post-test processing to account for Reynolds number or Mach number effects on the model during testing.
Four air properties affect the way it flows by an object: viscosity, density, compressibility, and temperature. With the model mounted on a force balance, lift, drag, lateral forces, yaw, roll, and pitching moments over a range of angles of attack can be measured.
Different Types of Wind Tunnels
Wind tunnels range in size and complexity depending on what they’re being used for. For example, a simple wind tunnel might look like a tunnel with one closed end and a fan mounted on one side. More advanced wind tunnels may use exhaust blowers to create more turbulence and can be so complex that they include working cabins within the tunnel. The air inside a wind tunnel is pulled through by some type of fan, typically mounted at one end of the tunnel, which is called an intake. At the other end of the tunnel there is either an observation window or a test section where measurements are taken. Many modern tunnels have observation windows throughout their length so that measurements can be taken from different positions within the tunnel.




Wind Tunnel Classification
Wind tunnels are generally classified by the amount of speed they can produce as either low-speed (Low-Speed Wind Tunnels (LSWT)) or high-speed. They are further classified as:
- Subsonic wind tunnels (80 percent of the speed of sound) – these are furtherly split into “Incompressible subsonic” (between Mach 0 and about 0.3) and “Compressible subsonic” (between about Mach 0.3 and about 0.8).
- Transonic wind tunnels – between Mach 0.8 and 1.2 – about the speed of sound.
- Supersonic wind tunnels – between Mach 1 and 4 – up to 6 times the speed of sound.
- Hypersonic wind tunnels – Mach is greater than 4 – 5 – up to 12 times the speed of sound.
- Hypervelocity wind tunnels – more than 12 times the speed of sound.
Specialized Wind Tunnels:
- High enthalpy wind tunnels are designed to study the flow of air around objects moving at speeds much faster than the local speed of sound (hypersonic speeds). “Enthalpy” is the total energy of a gas stream, composed of internal energy due to temperature, the product of pressure and volume, and the velocity of flow.
- Atmospheric entry wind tunnels or plasma wind tunnels use plasma to simulate aerodynamic heating and a high Mach number state at reentering into the atmosphere. It reproduces re-entry conditions by heating gas to several thousand degrees Celsius, at air flows seven times the speed of sound and with stagnation pressures as high as 50 atmospheres. Varying Reynold numbers indicate the steady or turbulent fluid flow past the object or in the tunnel.
- Climatic wind tunnels have the capability of recreating climatic conditions such as solar radiation, temperature, and humidity, e.g., rainfall, snowfall, and icing. It is used for testing things such as wind turbines, bridge cables, or fans in heating, ventilation, and air conditioning (HVAC).
- Shock tubes or blow-down wind tunnels produce airflow by rapid discharge of a high-pressure storage tank or by suction from an evacuated reservoir. They can replicate and direct blast waves simulating actual explosions and their effects. Shock tubes are used to investigate compressible flow phenomena and gas-phase combustion reactions.
Wind Tunnel Applications
Wind tunnels simulate airflow over an aircraft and measure performance, efficiency, and stability. The process is used to test designs and understand aerodynamics to identify optimal performance on-air as well as in ground tests.
Aircraft Testing – Low-speed and High-speed

- Low-speed aircraft wind tunnel testing to measure the aerodynamic characteristics of aircraft – lift and drag properties, as well as stability of aircraft and engine components. These wind tunnel tests are used for static stability testing and pressure measurement.
- The aerodynamic characteristics of aircraft at speeds of takeoff and landing etc.
- Shock waves for high-speed aircraft are visualized using water as working fluid.
- Understanding the aeroacoustics by exploring aerodynamic noise, i.e., turbulent fluid motion and acoustic pressure fluctuations, i.e., external noise generation via aerodynamic forces interacting with surfaces.
- Water spray systems are applied for icing testing.
Spacecraft Testing – High-speed (Supersonic, Hypersonic, Hypervelocity)

- Atmospheric entry wind tunnels or plasma wind tunnels to characterize the aerodynamic behavior and heating of materials and structures by entry simulation on space vehicles such as rockets, satellites, launch vehicles, spacecraft.
- Simulation of the desired burn-up during atmospheric reentry to estimate the risk of debris reaching ground.
- High-enthalpy wind tunnels for heating testing of thermal protection systems for re-entry vehicles.
Data Acquisition and Sensors
Engineers use a number of instruments while testing an airplane in a wind tunnel including pressure sensors and airspeed probes that give feedback on speeds, engine power settings, etc.
Wind tunnels are used by engineers to test forces against wind pressure. Making precise measurements of pressures and forces on the test model allows the engineer to predict them on the full-scale aircraft and improve its aerodynamic performance.
In order to perform these measurements, engineers must use sensors and signal conditioning equipment in order to store and analyze the data. In other words, modern data acquisition systems are needed.
For wind tunnel testing engineers usually use dynamic sensors such as:
- Pressure sensors
- Microphones
- Force sensors
- Strain gauges
Wind tunnel sensors are organized by speed classification. From subsonic use of condenser microphones for acoustic holography to shock sensors for studying boundary layer transition of hypersonic re-entry vehicles. Sensors are usually installed inside the wind tunnels or close to the model itself.
Signal Conditioning
Signal conditioning is an electronic circuit that manipulates a signal in a way that prepares it for the next stage of processing. Many applications involve environmental or mechanical measurement from sensors, such as temperature and vibration. These sensors require signal conditioning before a data acquisition device can effectively and accurately measure the signal.
Once the signal is correctly conditioned it is ready to be stored by the data acquisition system and prepared for analysis using signal processing software.
How to Become a Pilot and Fly Airplanes
If you’ve ever wanted to become a pilot and fly your own aircraft, here’s how to do it step by step. It’s not as easy as you might think, but it’s definitely possible to get started on the path to becoming an aviator if you’re willing to commit the time and energy necessary to becoming one of the pilots that fly the planes you ride in every day!

Step 1: Get Educated
To become a pilot you first need to get educated. Pilots need to have at least 250 hours of flying time in various conditions including day, night, and during inclement weather. Your flight instructor will give you a logbook and keep track of your hours for you. As long as you are 18 years old and meet the physical requirements for being a pilot, it is possible to learn how to fly an airplane by getting an online aviation degree or by taking courses offered by community colleges or universities. You can also receive ground school training from local aviation schools such as The Discovery Flight Training Center where they offer introductory courses on how planes work, FAA regulations, airspace maps, navigation charts, radio communications procedures and more. Once you’ve obtained your degree or finished all the required classes then it’s time to take the written test which includes questions about aerodynamics and principles of flight among other topics related to airplanes.

Step 2: Get Certified
Don’t forget, you’ll need a pilot’s license to fly an airplane. Becoming an airline pilot is an even more difficult task that requires many years of additional training. So it’s best not to become an airline pilot unless you are committed to the aviation industry. The first step in becoming a private pilot is earning your FAA student pilot certificate by passing the FAA written knowledge test (also known as the knowledge test) and, after completing their flight training, their solo cross-country flights and on-the-job training with their flight instructor.
Step 3: Obtain Your License
In order to get your license, you’ll need about 250 hours of flight experience. You must pass three tests in order: the written exam, which is given by the Federal Aviation Administration (FAA); a single-engine plane flight test; and the multi-engine plane flight test. Don’t worry – most of these are on video or DVD! Check out the FAA website for more information.

Step 4: Get Hired by an Airline
After obtaining the necessary pilot certification, the next step is applying for an airline job. You will need strong experience in the field of aviation in order to be eligible for these positions. Airlines are looking for pilots who have successfully completed flight training and attained commercial or military licenses, as well as logged several years as an experienced pilot with another organization. Some airlines also require first officers have an advanced degree in aviation before being hired.
Getting Hired by an Airline (Step 4) After obtaining the necessary pilot certification, the next step is applying for an airline job. You will need strong experience in the field of aviation in order to be eligible for these positions.
Step 5: Start Your Career
In order to become a pilot and fly airplanes, you must first complete the following steps: 1) Seek out volunteer opportunities that allow you to see what being an airline pilot is like. 2) Obtain a pilot certificate or instrument rating through an accredited aviation program. 3) Get your commercial pilot’s license by earning at least 250 hours of flight time with an FAA-approved flight school. 4) Apply for positions with airlines. 5) If accepted, complete other training required by the airline (such as courses on company policies). 6) Earn your multi-engine rating if desired. 7) Earning enough flight hours to gain seniority status before retirement age
Flight Test Risk Management
Flight Test Risk Management
The comprehensive course in professional Flight Test Risk Management. Teaches principles and processes meeting FAA and DoD standards, with essential concepts and skills for aerospace executives, flight test team members, and safety practitioners.
If you think risk management is expensive, try paying for an accident
Risk takes many forms. Of course, this includes human injury and/or product/facility damage. It also includes financial, schedule, mission, compliance, organizational reputation, environmental, and many other areas of concern.
The fundamental perspective of professional flight test is risk management. Flight test is not a zero risk endeavor, nor should it be. Risk can have many dimensions, not just safety. The key is to target the right levels of risk, appropriate to answering the engineering questions. Although there will always be residual risk, the objective is to provide answers within a defined and accepted level of risk.
In this course, you will learn to identify test-specific hazards, with associated causes and effects. Through guided instruction and a student exercise, you will learn how to apply mitigations, reducing probabilities and severities for potential hazards.
This course teaches the concepts and practical application of Flight Test Risk Management as used by:
- Federal Aviation Administration’s (FAA) Aircraft Certification Service
- US Air Force Test Center (including Edwards AFB)
- US Navy – Naval Air Systems Command
- National Air and Space Administration (NASA) Flight Research
The test safety planning process taught by this course is essential not just for risk control during flight test execution, but enables efficient and effective development. Flight Test Risk Management is an essential component of a Safety Management System.
Practical Learning Objectives
Course content applicable to the entire test team
Flight test risk management is the fundamental perspective for professional flight test. This course is useful not just for flight test team members and safety practitioners, but also for accountable executives and program managers.
You will learn:
- Understand the value of flight test risk management
- Identify similarities and differences between flight test risk management and other safety processes
- Recall terminology related to flight test risk management
- Understand differences between Hazards, Causes, and Effects
- Apply the flight test risk management process to create robust test hazard assessments
- Be able to evaluate test hazards and identify related causes and effects
- Be able to apply effective hazard mitigations to preempt causes and reduce effects
- Be able to categorize risk assessments based on probability, severity, and exposure
- Apply flight test risk management principles for effective safety review before test
- Apply flight test risk management products to prevent mishaps during test execution
- Understand how flight test risk management principles are used after unexpected test results
Bonus material
The essential collection of tools and references
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Test Hazard Analysis – Fillable PDF Worksheet
Don’t reinvent the wheel for your risk management process. This form includes fillable fields and instructions for use as a test hazard analysis worksheet.
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Flight Test Risk Management – Vocabulary Reference
All essential terminology with precise definitions and differences between FAA/USAF/USN usage.
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Quick Reference Guides
Printable rubric showing categorized lists of typical tests, arranged by risk category – High / Medium / Low – to aid risk assessment. Also included: standalone guide to create effective risk mitigations.




