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AVIATION SYSTEM CAPACITY PROGRAM

AVIATION SYSTEM CAPACITY PROGRAM. Dr. J. Victor Lebacqz Director, Aviation System Capacity & Aerospace Operations Systems Programs NASA 14 December 1999. www.asc.nasa.gov www.aos.nasa.gov. NASA Strategic Enterprises. NASA Enterprises Primary Customers. Ultimate Beneficiary. Ultimate

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AVIATION SYSTEM CAPACITY PROGRAM

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  1. AVIATION SYSTEM CAPACITY PROGRAM Dr. J. Victor Lebacqz Director, Aviation System Capacity & Aerospace Operations Systems Programs NASA 14 December 1999 www.asc.nasa.gov www.aos.nasa.gov

  2. NASA Strategic Enterprises NASA Enterprises Primary Customers Ultimate Beneficiary Ultimate Resource Provider Space Science Science and Education Communities Technology Innovators Mission to Planet Earth Science, Commercial, and Education Communities Policy Makers Human Exploration and Development of Space Science and Education Communities Commercial Sectors Aero- Space Technology Aerospace and Nonaerospace Industries Other U.S. Government Agencies The Public The Public Administration and Congress Decision Makers Crosscutting Processes Manage Strategically Provide Aerospace Products and Capabilities Generate Knowledge Communicate Knowledge

  3. OAT Enterprise “3 Pillars” • Global Civil Aviation • Five stretch goals • Revolutionary Technology Leaps • Three stretch goals • Access to Space • Two stretch goals

  4. Five Goals for Global Civil Aviation Reduce the aircraft accident rate by a factor of five within 10 years, and by a factor of 10 within 20 years. While maintaining safety, triple the aviation system throughput, in all weather conditions, within 10 years Reduce the perceived noise levels of future aircraft by a factor of 2 within 10 years, and by 4 within 20 years Reduce emissions of future aircraft by a factor of 3 within 10 years, and by 5 within 20 years Reduce the cost of air travel by 25% within 10 years, and by 50% within 20 years

  5. Delay Growth and Mitigation System efficiency as measured by average delay in NAS Predicted delay growth due to 2.3% annualized growth in air traffic (FAA, NASA, Boeing consistent) Airline Schedule Integrity Lost if Average Delay > 4 Mins 2007 Goal “Free Flight - Preserving Airline Opportunity”, Capt. Russell G. Chew, American Airlines, September 22, 1997

  6. Benefits: • Enable significant improvements to critical transportation infrastructure • Assure safe, reduced delay flight as air traffic density increases • Improve mobility for public • Improve air-traveler’s time productivity Goal 4: Aviation System Throughput While maintaining safety, triple the Aviation System throughput, in all weather conditions, within 10 years CHALLENGES OUTCOMES 1997 2000 2005 2010 2015 2020 2025 2007 2022 Operations Systems Safe, efficient air traffic management with all-weather operation beyond current clear-weather capacity FAA NAS Architecture Phase I Phase II Phase III Terminal Area Productivity Extended Operations Systems Technology for Advanced Operational Concepts Advanced Air Transportation Technologies Real-time, distributed intelligent automated aviation system-wide monitoring with safety and operational advisories Aviation Safety Program Integration of Intelligent Aviation Systems Phase I Phase II Information Technology & Aerospace Operation Systems Aircraft Configuration Expanded, high productivity utilization of short-runway and runway independent aircraft within an expanded NAS Short-Haul Civil Tilt Rotor Short-Haul Civil Tilt Rotor 2 Industry /FAA Industry/DoD/FAA Advanced Runway Independent Vehicle Systems High productivity, weather tolerant vehicle systems with intermodal operations capability Revolutionary High Productivity Vehicle Systems Intermodal Operations Demo Base R&T Program Other Agencie, Industrys Systems Tech. Program; Planned and Funded Systems Tech. Program, Required but Unfunded Rotorcraft, Airframe Systems & Propulsion Systems

  7. OAT Aeronautics Programs Structure Information System Techs LaRC Airframe Sys Atmos Science Structures & Materials WTs & Aero, Aerothermo Facilities / Struct Test Facilities Center: Mission: COE: Facility Group Lead: ARC Aviation Ops Systems Astrobiology Info Tech Simulators Scientific & Engineering Computational Facilities DFRC Flt Rsrch Atmos Flt Ops Aircraft & Flight Facilities LeRC Aeropropulsion Turbomachinery Propulsion Facilities Programs/ Lead Centers ISE / LaRC Human Factors Exp Aircraft Flight Research Airborne Systems Turbomachinery & Combustion Safety / LaRC HPCC / ARC Inlets, Nozzles & Mechanical Engine Components Air Traffic Management Test Bed A/C Research & Ops Structures & Materials Competency Group Areas: Capacity / ARC RPV Research & Ops Propulsion Mats & Structs Aerodynamics Aero Veh Sys/LaRC Flight Test Tech & Instrument Rotorcraft & VSTOL Techs Hybrid Propulsion Mission / Sys Analysis Prop Sys/LeRC Flt Rsrch/DFRC Crew Station Design & Integ Propulsion Support Tech Av Ops Sys/ARC Info Tech/ARC Icing Technologies Hypersonic Technologies Rotorcraft/ARC

  8. ASC GOALS AND OBJECTIVES GOAL Safely enable major increases in the capacity & productivity of the NAS through development of revolutionary operations systems & vehicle concepts OBJECTIVES • Improve NAS capacity, efficiency and access • Improve collaboration, predictability and flexibility for the NAS users. • Maintain system safety & minimize environmental effects • Develop vehicle concepts & technologies for runway-independent operations • Develop, validate & transfer advanced concepts, technologies & procedures to the customer community

  9. ASC PROGRAM ELEMENTS ASC Project Goals • Short-Haul Civil Tilt-Rotor (SHCT) • Develop the most critical technologies to enable a civil tilt-rotor: • reducing perceived noise 12 dB • enabling safe terminal area operations • enabling OEI operation • Terminal Area Productivity (TAP) • Safely achieve clear-weather airport capacity in instrument-weather conditions: • increasing single runway throughput 12 to 15% • reducing lateral spacing below 3400 feet on parallel runways • Advanced Air Transportation Technologies (AATT) • In alliance with the FAA, enable next generation of increases in capacity, flexibility and efficiency, while maintaining safety, of aircraftoperations within the US and global airspace system: • increasing terminal throughput 40% • increasing enroute throughput 20%

  10. BUDGET BY CENTER

  11. FAA/NASA Partnership • Strong Joint Program with Federal Aviation Administration • Based upon 8 MOU’s and MOA’s - listed in PCA • Administrators of NASA and FAA signed pioneering MOU in 9/95 • Formation of Inter-Agency Integrated Product Team (IAIPT) • Executive Steering Committee from Aviation Community • NASA and FAA Administrators sign Agreement re “Partnership to Achieve Goals in Aviation and Future Space Transportation” • FAA/NASA Executive Committee meets quarterly - Assoc. Admin level • National Plan for ATM Research Developed - approved by AA’s: • Version 1.0 in September 1996;Version 3.0 in March 1999 • Final IG Report on review of AATT Project released in June 99. • Acknowledged NASA’s positive relationship with FAA and industry due to the Interagency Product Team, the Executive Steering Committee, and the FAA/NASA Executive Committee. • IG review resulted in no Findings or Recommendations. • Short-Haul Civil Tilt-rotor also conducted under aegis of NASA/FAA MOA

  12. ALLIANCES FAA NASA NASA/FAA Inter-Agency Integrated Product Team (IAIPT) Aviation System Capacity (ASC) Advanced Air Transportation Technologies (AATT) • Advisory Groups • ATM R&D Exec. Steering Committee • Rotorcraft ASTAC • Goals ASTAC • SHCT Steering Committee • Participation with Customers • RTCA: • Free Flight Steering Committee • Free Flight Select Committee • 2003-2005 Capabilities Working Group • Program Management Committee • AIAA, AHS, SAE, ATA • FAA/EUROCONTROL R&D Committee Terminal Area Productivity (TAP) Short-Haul Civil Tilt-rotor (SHCT)

  13. Aircraft Configuration Examples:Short-Haul Civil Tiltrotor (SHCT) Project

  14. SHCT Benefits to CapacityResults of 1999 FAA Newark Airport Task Force Study Of all the airport improvements examined (except for a new runway) the Tiltrotor using SNI operations, provided the greatest benefit. • In annual delay reduction costs, Tiltrotor would save $700M, a new runway $950M

  15. Active Tiltrotor Noise Reduction • Achieved a 7.0 dB BVI noise reduction from baseline XV-15 blades • Used closed-loop HHC with blade pressure transducers for feedback • Follow-on test • Verify results and expand test conditions • Microphone mounted on RTA for feedback 80x120 wind tunnel test of 3 blade XV-15 rotor PI: Mark Betzina, Ames Research Center

  16. XV-15 Open-Loop HHC BVI Noise Reduction HHC Off Best Phase 2/rev HHC dB Preliminary Preliminary V V Mu = 0.150, Tip-Path-Plane Angle = 3 deg., Ct/s = 0.09, Mtip = 0.691 PI: Khanh Nguen, Ames Research Center

  17. Noise Abatement Flight Profiles Approach A Approach B * Flight conditions: airspeed (knots) / nacelle angle (degrees) PI: Bill Decker, Ames Research Center

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