DOCUMENT CONTROL SHEET

ORIGINATOR’S REF.NLR-TP-2000-362

SECURITY CLASS.Unclassified

ORGINATORNational Aerospace Laboratory NLR, Amsterdam, The Netherlands

TITLENew flight test instrumentation for the RNLAF F-16 MLU aircraft

PRESENTED AT:the Society of Flight Test Engineers 31st Annual Symposium, Turin, Italy, 19-22 September 2000

AUTHORSJ.M. Klijn, P. Koks and G.J. Kobus*

* Royal Netherlands Air Force (RNLAF)

DATENovember 2000

pp13

ref2

ABSTRACTSince 1984 an F-16 aircraft of the Royal Netherlands Air Force (RNLAF) has been equipped witha data acquisition and recording system, developed and installed by NLR. With the introductionof the Mid-Life Update (MLU) programme for the F-16, which consists mainly of a majorupgrade of the avionics, the current instrumentation system was no longer able to fulfil its tasks.In December 1997 the RNLAF awarded NLR a contract to develop and install a new system in anF-16B MLU aircraft.

Besides the required expansion of the system capacity, a number of functional and operationalimprovements were added. The most significant improvements were the addition of an on-boardpresentation of measurement data and the introduction of a so-called instrumentation databus,which reduced the amount of flight test cabling. The system meets the requirement of the RNLAFto keep the aircraft, even with the instrumentation installed, fully available for its operationaltasks.

In the period of September 1998 until June 1999 the system was installed in an F-16 aircraft atWoensdrecht Air Force Base in close co-operation with the RNLAF. The instrumented aircraftsuccessfully made its first flight on June 4. A few days later it was ferried to Leeuwarden AirForce Base to serve for both the normal operational tasks and test flights conducted by the FlightTest Office of the 323 squadron.

In this paper an overview will be given of the requirements for the new system. A description ofthe system will highlight the key characteristics. Finally some future developments will bediscussed.

NationaalNationaalNationaalNationaal Lucht- en Ruimtevaartlaboratorium Lucht- en Ruimtevaartlaboratorium Lucht- en Ruimtevaartlaboratorium Lucht- en RuimtevaartlaboratoriumNational Aerospace Laboratory NLR

NLR-TP-2000-362

New flight test instrumentation for the RNLAFNew flight test instrumentation for the RNLAFNew flight test instrumentation for the RNLAFNew flight test instrumentation for the RNLAFF-16 MLU aircraftF-16 MLU aircraftF-16 MLU aircraftF-16 MLU aircraft

J.M. Klijn, P. Koks and G.J. Kobus*

This report is based on a presentation held at the Society of Flight Test Engineers31st Annual Symposium, Turin, Italy, 19-22 September 2000.

The contents of this report may be cited on condition that full credit is given to NLR andthe authors.

Division: AvionicsIssued: November 2000Classification of title: unclassified

* Royal Netherlands Air Force (RNLAF)

-2-NLR-TP-2000-362

Contents

Introduction 3

Requirements 4Functional requirements 4Recorded parameters 4Operational requirements 5Other requirements 5

Project realisation 5Involved parties 5Planning 6Resources 6

Electrical design 6System lay-out 6Data acquisition system 7Recording system 8Real-time display and system control 8Camera system 8Telemetry system 9

Mechanical design and installation 9Design procedure 9System locations 9Instrumentation data bus routing 10Aircraft interfaces and modifications 11Cockpit layout 12

Flight Safety 12

Future developments 12

Conclusion 12

(13 pages in total)

NEW FLIGHT TEST INSTRUMENTATIONFOR THE RNLAF F-16 MLU AIRCRAFT

J.M. Klijn and P. KoksNational Aerospace Laboratory NLR

Amsterdam, The Netherlands

G.J. KobusRoyal Netherlands Air ForceThe Hague, The Netherlands

Abstract

Since 1984 an F-16 aircraft of the RoyalNetherlands Air Force (RNLAF) has beenequipped with a data acquisition andrecording system, developed and installedby NLR. With the introduction of theMid-Life Update (MLU) programme forthe F-16, which consists mainly of a majorupgrade of the avionics, the currentinstrumentation system was no longer ableto fulfil its tasks. In December 1997 theRNLAF awarded NLR a contract todevelop and install a new system in anF-16B MLU aircraft.

Besides the required expansion of thesystem capacity, a number of functionaland operational improvements were added.The most significant improvements werethe addition of an on-board presentation ofmeasurement data and the introduction ofa so-called instrumentation databus, whichreduced the amount of flight test cabling.The system meets the requirement of theRNLAF to keep the aircraft, even with theinstrumentation installed, fully availablefor its operational tasks.

In the period of September 1998 until June1999 the system was installed in an F-16aircraft at Woensdrecht Air Force Base inclose co-operation with the RNLAF. Theinstrumented aircraft successfully made itsfirst flight on June 4. A few days later itwas ferried to Leeuwarden Air Force Base

to serve for both the normal operationaltasks and test flights conducted by theFlight Test Office of the 323 squadron.

In this paper an overview will be given ofthe requirements for the new system. Adescription of the system will highlight thekey characteristics. Finally some futuredevelopments will be discussed.

Introduction

In 1983 the Royal Netherlands Air Force(RNLAF) awarded a contract to theNetherlands National AerospaceLaboratory (NLR) to design, build andinstall a flight test instrumentation systemin one of their F-16 aircraft. The systemhad to be used for operational test flightsand flight tests with a technical objective.The first type consists mainly of flights formission training where recording of data

Figure 1. The F-16B MLU J-066 “OrangeJumper” test aircraft.

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may improve tactics or the quality of asystem. The second type consists of flightsmainly related to a special programme, e.g.certification of new stores or technicalevaluation of new or modified aircraftsystems.

In 1984 the instrumentation was installed ina single-seat F-16A aircraft. Shortlyhereafter a dual-seat F-16B aircraft wasmodified to allow the installation of theinstrumentation package in this aircraft aswell. In 1987 the RNLAF decided to bringthe F-16A aircraft back to standard and tomodify a second F-16B instead.

The F-16 aircraft are planned to beoperational until 2020. Therefore severalmodification programmes have to beexecuted. One of these is the Mid-LifeUpdate (MLU) programme started in thebeginning of 1998 and expected to becompleted in 2001. Since the avionics ofthe F-16 MLU are extended significantly,with four instead of one Mil-Std-1553avionics data buses, the RNLAF awardedNLR in December 1997 a contract todevelop and install a new moderninstrumentation package in one of theirF-16B MLU aircraft.

Requirements

Functional requirementsThe functional requirements for the newsystem are comparable with thespecifications of the older system,described in [Ref. 1], with the followingmajor extensions:- Input capacity for four dual redundant

Mil-Std-1553 multiplexer databuses(further referred to as muxbus).Selections of data to record and displayhave to be made at time of system set-up.

- Recording of all data communicationvia these buses in such format thatexchange of data with the Lockheed

flight test facilities at Edwards AFBwill be possible.

- Due to the expected increase of therequired number of parameters themaximum data throughput rate of thesystem has to be at least 5 Mbit/s.

- A real-time data display which must beable to present in-flight selectable setsof plots of at least four parameters.

Recorded parametersThe recorded parameters can be dividedinto a basic set of parameters, which willbe recorded during every test flight andflight test programme related parameters.The basic set of parameters mainlyconsists of:- Configuration: landing gear up and

weight on wheels;- Position: latitude, longitude and

altitude;- Attitude: angle of pitch, angle of roll

and heading;- Control: control surface deflections,

throttle position, stick forces andrudder pedal force;

- Angular rates and accelerations: pitch,roll and yaw rates and acceleration inx-, y- and z-direction.

The sample rates of these parameters varyfrom 16 to 256 samples per second. Thesignals to be measured stem from eitherone of the aircraft muxbuses or thetransducers of the former Flight LoadsRecorder System (FLRS), which is not apart of the MLU aircraft configurationanymore.

Examples of flight test programme relatedparameters are:- Limit cycle oscillation and flutter

trials: accelerations at the wing tips,tail section and pilot’s seat;

- Store separation trials: store releasecommands and camera runningsignals;

- Structural load measurements: straingages and accelerations on parts of theairframe;

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- Flight handling characteristics and in-flight performance: besides thestandard configuration and attitudeparameters the angle of attack andangle of side slip.

Most of these are high-dynamicparameters with a sample rate of at least256 samples per second. The signals to bemeasured stem from specially installedtransducers, e.g. accelerometers and anangle of attack and side slip nose boom.

Operational requirementsMost of the operational requirements arebased on the twelve years of experiencewith the former system. The mostdemanding requirement was that theaircraft, even with the basicinstrumentation equipment installed, hadto preserve its original operationalcapabilities.

The removal of the gun and ammodrum,necessary for installation of the oldsystem, was not allowed anymore. Alsothe additional cooling requirements for theinstrumentation, requiring adaptation ofthe aircraft environmental control system,had to be avoided. Adaptations to thecockpit layout had to be kept to aminimum.

To increase the efficiency of flight testingan in-flight presentation of parameters had

to be added. With this information theflight test engineer is able to decide in anearly stage on how to proceed the test.

At the aft crew station the fullinstrumentation display and controlfunctions have to be present. Mainly dueto lack of space only the essentialfunctions for a single pilot flight have tobe provided at the forward crew station.

Other requirementsGreat emphasis was laid uponconfiguration control and documentation.All changes to the aircraft had to bedocumented in separate drawing sets andincorporated in technical manuals.

The installation of all flight testinstrumentation had to be performed inaccordance with normal aircraftinstallation practices and specifications ofthe manufacturer.

The first scheduled flight tests with theF-16 MLU, the certification of anavigation and targeting pod, wereforeseen in June 1999. The availability ofonly one and a half year for design,manufacturing and installation of thesystem influenced the choices for therealisation of the system. In general longterm development had to be avoided andcommercially available equipment had tobe applied as much as possible.

Project realisation

Involved partiesThe system requirements were not onlydefined by the RNLAF, but also by theOperational Research department ofNLR’s Flight Division. TheInstrumentation Department of theAvionics Division of NLR designed thesystem.

The RNLAF actively participated in theproject, especially in the design and

Figure 2. Angle of attack and side slipnose boom.

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installation of aircraft modifications,additional brackets and wiring.

Most of the equipment was purchasedfrom external suppliers such as the dataacquisition equipment from Aydin VectorDivision and the recording equipmentfrom Merlin/TEAC. In-housedevelopments were necessary for thecockpit control system and the softwarefor the cockpit display.

PlanningAt the time of contract award in December1997 a well defined pre-design [Ref. 2]was already prepared. This made itpossible to design, manufacture and testthe system, before installation, in less thanone year. The modification of the aircraftstarted in September 1998 at WoensdrechtAFB, and was followed by the installationof the system in the beginning of 1999.After ground tests of the aircraft with theinstalled system a first flight with the newinstrumentation was made on June 4,1999. Because no serious problems wereencountered no further flights werenecessary. The aircraft was ferried a fewdays later to Leeuwarden AFB where itwas put into use for both its operationaltasks and test flights.

In the second half of 1999 the system wasfinalised and documentation wascompleted. In May 2000 the old systemwas put out of use.

ResourcesThe project required approximately nineman-years, mostly of engineers andtechnicians. Equipment was bought for anamount of approximately $ 750,000.Besides the effort of NLR the RNLAFcontributed five man-years especially withregard to the modification of the aircraftand the documentation.

Electrical design

System lay-outThe requirement for easy reconfigurationand expansion of the system seemed to bein contradiction with the requirement tokeep the additional equipment and cablingto a minimum. However, by choosing amodular distributed system concept, basedon an instrumentation data bus, bothrequirements could be met.

This concept allows the installation ofequipment in small locally availablespaces rather than having to make onelarge space available for a centrallyinstalled system. In the latter case therequired removal of standard aircraft partswould be conflicting with the requirementto keep the aircraft fully operational.

Figure 4 depicts the top-level blockdiagram of the system. The signals to bemeasured are conditioned, sampled anddigitised by remote data acquisition units.A Programmable Master Unit (PMU)controls these units via an instrumentationdata bus. The PMU also acquires the datafrom the four muxbuses. The data isformatted into three independentlyconfigurable PCM data streams, which aredistributed to respectively a CockpitDisplay and Control System, a RecordingSystem and optionally a TelemetrySystem.

Figure 3. Check-out of the J-066 “OrangeJumper” test aircraft.

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High-speed cameras can be mounted toaircraft, e.g. for store separation trials. Thecameras are controlled by the Display andControl System via the instrumentationdata bus.

The system is programmed by means ofspecial set-up software, which runs on astandard (laptop) PC, connected via aserial port to the PMU.

Data acquisition systemThe components for the data acquisitionsystem consist of:- Programmable Master Unit PMU-700

series III; this unit controls the system,acquires the data from the remote dataacquisition units and muxbuses andformats these into PCM data streams.This unit is capable of performingcalculations, e.g. engineering unitconversion, and adding the results tothe PCM data stream.

- Programmable Conditioner/EncoderUnit PCU-800 series I; these units areused as remote data acquisition unit at

places were enough space is availableto mount a relatively large unit.

- Micro Miniature Signal ConditionerMMSC-800; this unit is significantlysmaller (and more expensive) than thePCU and is used at places where spaceis limited.

Figure 5. Micro Miniature SignalConditioner with two camera interfacesmounted on a bracket for installation inthe wing tip launcher.

ProgrammableMaster Unit

Remote dataacquisit ion

unit #1

Remote dataacquisit ion

unit #n

Cockpit Displayand Control

System

Data RecordingSystem

TelemetrySystem

System set-up

Transducersignals

Mi l -Std-1553databuses

HS-camera#1

HS-camera#5 Instrumentat ion data bus

Figure 4. Block diagram of the instrumentation.

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The above units communicate via theAydin Vector’s proprietarycommand/respond data bus, the so-called10-Wire Interface (10-WIF). This data busis extended with five extra wires to controlthe cameras via an RS-422 connection andthree wires for power supply of the remotedata acquisition units. The wires arebundled in a specially manufactured cable,which is routed through the aircraft. Atspecified locations connections to this busare provided.

The maximum throughput rate of the dataacquisition system is 24 Mbit/s. The wordsize used is 16 bits. The resolution of theanalog to digital conversion is 12 bits andthe overall system accuracy is better than0.5% of full scale.

Recording systemThe basic configuration of the recordingsystem consists of a Merlin ME-981 datato video encoder and a TEAC V-80 Hi-8airborne videocassette recorder. Currentlythe system is capable of recording thePCM data from the PMU up to 2.2 Mbit/s.In addition the cockpit voice signal isrecorded on the audio track of the tape.

To meet the requirement of exchangingdata with Edwards AFB, the system can beexpanded by replacing the V-80 by atriple-deck version, the V-83 and addingtwo Merlin ME-981 encoders with dualmuxbus interfaces. On the extra two decksthe four muxbuses are recorded. On theaudio track an IRIG-B time code signalfrom the PMU is recorded.

Real-time display and system controlThe data from the PMU can be visualisedon an Instrumentation Display Panel (IDP)at the aft crew station of the cockpit. Thisdisplay is mounted in a modified Aft SeatHUD Monitor (ASHM) console. In thisconsole also the Cockpit Electronics Unit,which processes the data to be displayed,and the Instrumentation Selection Panel,

which is the user interface to the system,are mounted.

Four predefined screens with plots ofmaximum four traces of parameters can beselected. The test pilot in the forward seatcan select the image of the IDP on hisright-hand Multi-Function Display.

Common control functions likeinstrumentation power switching, startingthe recorder and event markers areavailable at panels both at the forward andaft crew station.

Camera systemThe camera system is used to record theseparation trajectory of an external store.For this purpose maximum five high-speedcameras can be selected independently ona camera selection panel in the aft cockpit.If the camera run signal is initiated on theaft instrumentation panel the selectedcameras will run with a pre-set speed of 16to 200 frames per second.

On the edge of the film the store releasesignals and a time reference are recorded.For synchronisation with the other data thestore release signals are also recorded bythe data acquisition system.

The cameras can be connected via aspecial camera interface to any of theconnectors of the instrumentation data bus.

Figure 6. Aft seat HUD monitor consolewith instrumentation display.

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Usual locations to mount the cameras are amodified tip launcher (either mounted atthe right hand or left hand wing), amodified centreline pylon or in the righthand chaff/flare dispenser at the tail of theaircraft.

Telemetry systemOne of the PCM outputs of the PMU isreserved for transmission to a groundstation via a telemetry downlink. Thecockpit instrumentation control panelsprovide for switching the power to thetelemetry transmitters.

The telemetry transmitters and antennascan be installed whenever required by theflight test program.

Mechanical design and installation

Design procedureIn close co-operation with theMaintenance Engineering Department(DME) of the RNLAF a survey at theaircraft was made for possible locations toinstall the extra equipment. Based on the

conclusions NLR made a preliminarydesign, which was reviewed with DME.The final design was authorised by theRNLAF. For some modifications to theaircraft structure authorisation fromLockheed was obtained.

System locationsThe most challenging task was to meet therequirement to keep the aircraft fullyoperational. Removal of aircraft equipmentto create the necessary space was notallowed. Although in some casesconsiderable modifications to the aircrafthad to be made, installation of theequipment was accomplished fullymeeting the requirements. The result isillustrated in figure 7.

The PMU was located in the aft avionicscompartment after relocation of an existingaircraft system. In addition some minoralterations of the cable routing werenecessary.

A PCU, necessary to measure most of thestandard analog signals, is mounted at theright-hand side of the fuselage behind an

CockpitDisplay

PCUPMU

Encoders Recorder

MMSC

Figure 7. Major locations of installed flight test instrumentation equipment.

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access panel. A tailor-made PCU trayreplaces an existing empty bracket. Duringfitting of this bracket modification of theabove-located bracket of the gun controlunit turned out to be necessary.

At different locations MMSCs areinstalled:1. Vertical tail: a MMSC to measure

accelerations in the tail is mounted onthe support dorsal fairing at the right-hand side of the vertical tail, accessiblevia an inspection panel.

2. Cockpit: a MMSC to measure theaccelerations at the pilot’s seat andseveral discrete control signals ismounted on top of a fairing in theforward crew station.

3. Forward avionics compartment: aMMSC to measure the stick forces andangle of attack and side slip is mountedat an unused location on an existingmounting frame, accessible via a panel.

4. Wing tip: two AMRAAM tip launchersare equipped with a MMSC to measurethe wing tip accelerations.

In order to facilitate the use of either asingle or triple deck recorder three Merlinencoders had to be installed in the aircraft.The encoder for the single deckconfiguration is mounted on the left-handside of the aft crew station. The twoadditional encoders for the triple deckconfiguration are installed in theammodrum compartment.

The recorder is located in the right-handconsole of the aft crew station, easilyaccessible for the flight test engineer. Theexisting cockpit panels of this consolewere rearranged and the lining of the sidepanel was modified.

Instrumentation data bus routingThe instrumentation data bus is routedfrom the PMU as a star point in fivebranches through the aircraft. At everybranch several connections to the bus areprovided.

Two branches are routed symmetrical tothe left-hand and right-hand wing.Connectors are provided at the fourweapon stations at each wing.The third branch is routed to the nosesection of the aircraft and connects theMMSC in the forward avionicscompartment.

The fourth branch is routed via thefuselage stations at the left and right sideof the air intake and ends at the MMSC inthe cockpit.

The last branch is routed to the tail sectionand connects the PCU and the MMSC inthe tail. Connectors are also provided atthe centreline weapon station and theright-hand chaff/flare dispenser position.

Figure 8. Servicing the PCU.

Figure 9. MMSC in the forward avionicscompartment.

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Aircraft interfaces and modificationsInstallation of flight test instrumentationrequires interfacing with existing aircraftsystems and in some cases modification ofthese systems. Major changes will behighlighted below:- To create enough space for the PMU in

the aft avionics compartment a FlightMonitor Unit (FMU) had to berelocated to the ammodrumcompartment. Together with theinstallation of the two Merlin encodersin the same compartment this was oneof the most complicated operations.

- For the power supply of theinstrumentation system the AC/DC andthe DC power panels were modified.

- For one of the four muxbuses a sparestub on a coupler could be used. Forthe other buses additional couplerswere installed.

- In the MLU aircraft the FLRS isobsolete. However the existing FLRS

wiring was kept intact and thetransducers were re-installed (e.g. thecontrol surface deflection sensors) tobe used by the flight testinstrumentation.

- For measuring the stick forces aninterface with the Flight ControlComputer was implemented.

- The cockpit lighting panels weremodified to control the lighting of theinstrumentation control panels.

- The test aircraft can be equipped withspecially prepared ventral fins andengine covers, provided with straingages and accelerometers for structuralload analyses programs.

- The existing rudder pedal assembly isfitted with an extra sensor to measurethe pedal force.

RH chaff/flare disp.

tail section

LH wing weapon stations 1 - 4

C/L weapon stations 5, 5L/R

RH wing weapon station 6 - 9

cockpit

nose section

Figure 10. Routing of the instrumentation data bus.

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Cockpit layoutBoth crew stations of the cockpit areequipped with instrumentation controlpanels. A Forward Instrumentation Panel(FIP) installed in the left console providesthe pilot the essential control functions fora single pilot flight. In the right console avideo converter is installed, which adaptsthe signal of the instrumentation display tobe presented on the Multi-FunctionDisplay.

At the aft crew station the basic controlfunctions are present on the AftInstrumentation Panel (AIP) just besidesthe control stick. In addition the CameraSelection Panel (CSP) in the left auxiliaryconsole and the ASHM console with theinstrumentation display on top of theglareshield are installed. Other alterationsto the cockpit layout are the installation ofa data encoder in the left console and therecorder in the right console.

Flight Safety

Mechanical and electrical analyses wereperformed to prove that the modifiedaircraft is safe to fly. Therefore strengthcalculations for the new or modified partshave been made. The electrical safetyanalyses considers the interfaces with theaircraft systems. The results ofenvironmental tests on separate parts were

used to proof the integrity of theinstrumentation. To avoid problems withregard to Electro-Magnetic Interference(EMI) the aircraft was subjected to aSafety of Flight Test.

The results from the safety analyses werereviewed in a Safety Review by RNLAFattended by representatives of the flighttest department, the airworthinessdepartment, the avionics department andNLR. Based on this review the Director ofMateriel of the RNLAF released theaircraft for both operational and testflights.

Future developments

Although the system is designed to beoperated throughout the expectedoperational lifetime of the F-16 MLU until2020, future demands in combination withavailability of new equipment mightrequire system upgrades. The modularityof the system facilitates theimplementation of these upgrades.Possible future upgrades are:- Extension of the functionality of the

cockpit display panel.- Replacing the magnetic tape recorder

by a solid state recorder. The absenceof mechanical moving parts hasunquestionable advantages. In additionthese recorders allow for higherrecording speeds and larger capacitywithin a smaller volume.

- Replacing the conventional wet filmcameras by high-speed video cameras.

Conclusion

In a relatively short time a flight testinstrumentation system for an F-16B MLUaircraft of the RNLAF was designed,developed and installed in the aircraft. Keyfunctionality includes on-board dataprocessing and display, data recording andtelemetry provisions. The system was

Figure 11. Aft Instrumentation Panel rightto the control stick.

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designed in such a way as to maintain thefull operational capabilities of the aircraft.The system already proved its capabilitiesin a certification programme for anavigation and targeting pod. The systemprovides the RNLAF with a flight testcapability for its F-16 MLU aircraft that isnot available elsewhere.

References

1. Storm van Leeuwen, S., “A Small,Flexible and Powerful DataAcquisition System for the F-16Aircraft, NLR MP 85074 U, 1985.

2. Koolstra, H.J., Hollestelle, P.M.N.,Klijn, J.M., “A Data AcquisitionSystem for the RNLAF MLU F-16 -Requirements and Proposal”, NLR TP96588 U, presented at the AGARDFVP Symposium 1996 in Lisbon,Portugal.

Authors biography

Johan Klijn holds a BSc degree inElectrical Engineering from the Institute ofTechnology of Amsterdam where hegraduated in 1981. Since that time heworks at the National AerospaceLaboratory as a flight test instrumentationengineer at the InstrumentationDepartment of the Avionics Division. Hewas involved in the design and installationof flight test instrumentation systems inboth military (F-16) and civil (Fokkerprototype) aircraft. In his most recentposition he was project manager for thedesign and installation of flight testinstrumentation in an F-16 MLU aircraftof the Royal Netherlands Air Force. In thepast he presented papers about flight testinstrumentation at symposia of the SFTE(1991) and AGARD (1996).

Paul Koks holds a BSc degree inAeronautical Engineering from theInstitute of Technology of Haarlem where

he graduated in 1985. After fulfilling hismilitary service he joined NLR in 1986 asa flight test instrumentation engineer at theInstrumentation Department of theAvionics Division. He participated in theNLR’s operational flight testinstrumentation team for the certificationof the Fokker 50 and Fokker 100 aircraftand was team leader during the Fokker 70certification. In his most recent position hewas responsible for the mechanical designand installation of the F-16 MLU flighttest instrumentation for the RNLAF and isproject manager for the follow-on support.

Gert Jan Kobus holds a BSc degree inElectrical Engineering from the Institute ofTechnology of Alkmaar where hegraduated in 1981. After fulfilling hismilitary services at the Royal NetherlandsArmy he joined the RNLAF. At the F-16avionics office he is responsible forseveral projects concerning themaintenance, modification andconfiguration control of F-16 electricalsystems. In his most recent position he isproject leader for the design, installation,configuration control, maintenance andsupport of the flight test instrumentation inthe ‘Orange Jumper’ F-16 MLU aircraft.

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