1. Transformation of the Vehicle Systems Program Dr
Transformation of the Vehicle Systems Program Dr. Rich Wlezien Division Director (acting) Vehicle Systems Aeronautics Research Advisory Council May 3, 2005

2. Overview
Independent review outcome Revised structure Vehicle Systems plan

3. Vehicle Systems Program Non-Advocate Review (NAR)
NAR conducted Oct , 2004
Chairs
Ken Szalai
Jeff Jones, NASA IPAO
Team
Lee Beach
Pete Petersen
Gene Covert
Vince Russo
Chuck Heber
Gus Guastaferro
John McCarty
Stephen Boyd, FAA
Bob Fairbairn, NASA IPAO
Anita Thomas, NASA IPAO
Tim Flores, NASA IPAO
Ron Sepesi, NASA Glenn (cost and acquisition)

4. Review Team Assessment
A. Compatibility with NASA policy Pass
and baselined documentation
B. Clarity of goals and objectives Pass
C. Thoroughness/realism of technical Pass
plans, schedules, and cost estimates
(incl. reserves and descoping options)
D. Adequacy of management plans, Pass
including organizational structure
and key personnel credentials
E. Technical complexity, risk Pass
assessment, and risk mitigation plans

5. Cost Process Assessment
General Category
Assessment
Improvement
Clarity
Pass
----
Methods
Integrate Costing Tools Across WBS Levels
Completeness
Specify Labor, Procurement, Facilities at Task Level
Assumptions
(See Uncertainty)
Traceability
(Will result from improvements in completeness and methods)
Uncertainty Analysis
Conduct Quantitative Uncertainty Analysis for Key Assumptions (e.g. rates, acquisition costs)
Overall
Incorporate Improvements in Next Planning Cycle

6. NAR Conclusions
There are no issues that would prevent the Vehicle System Program from moving into the implementation phase.
There are moderate risks to the Program which can be mitigated through specific Program actions.
There are some VSP Issues that affect Aeronautics Research Mission Directorate (ARMD) and NASA that deserve attention at those levels.
The Program is highly commended for its disciplined planning methodology, which has produced a well-structured program, and has advanced the “One NASA” Agency goal.
VSP NAR Team used Independent Cost Assessment (ICA, reference NPR c), as the cost estimation process.
The ICA is an independent analysis of the program/project resources, budget and schedule, and relationship of program/project elements
It includes the analyses of portfolio management, logical distribution of resources, verification of future estimating methodology, and resource planning

7. Aeronautics Research Priorities and Programs
Programmatic Priorities
Ensure NASA contribution to Joint Planning & Development Office (JPDO)
Emphasize public good research
Enhance uninhabited aerial vehicles (UAV) research
Assess possibilities for supersonics
Increase planetary aircraft research
Determine if there is a requirement to continue hypersonics research
Programs
Aviation Safety & Security
Airspace Systems
Vehicle Systems

8. FY2006 President’s Budget Request$M
919.2
956.7
937.8
925.8
941.9
Vehicle Systems
576.8
606.4
576.2
575.3
582.9
Airspace Systems
154.4
175.2
183.7
176.7
179.8
Aviation Safety & Security
188.0
175.1
178.0
173.7
179.2 * $M
Proposed FY 2006 President's Budget
906.2
852.3
727.6
730.7
727.5
717.6 *
Vehicle Systems
568.6
459.1
373.6
385.5
373.5
365.6 *
Airspace Systems
152.2
200.3
180.5
174.6
177.9
175.7 *
Aviation Safety & Security
185.4
192.9
173.5
170.5
176.2
176.3 *
The FY2005 budgets reflect the NASA Initial Operating Plan, December 2004

9. Reorientation to Demonstration Projects
ZERO EMISSIONS AIRCRAFT — Demonstrate an aircraft powered by hydrogen fuels cells.
SUBSONIC NOISE REDUCTION — Demonstrate a 50% noise reduction compared to 1997 state of the art.
HIGH ALTITUDE LONG ENDURANCE REMOTELY OPERATED AIRCRAFT — Demonstrate a 14-day duration high-altitude, remotely operated aircraft.
SONIC BOOM REDUCTION — Demonstrate technology to enable an acceptable sonic boom level.

10. Science and Exploration
Program Structure
Environment
Noise Reduction Demonstrations
Subsonic Noise Reduction
Sonic Boom Mitigation
Zero Emissions Aircraft Demonstration
Science and Exploration
HALE Demonstrations

11. Environmentally Friendly Aircraft
Smog-free
Noise within airport boundaries
Minimize the contribution of air vehicles to the production of smog
Constrain objectionable noise to within airport boundaries
No impact on global climate
Minimize the impact of air vehicles on global climate

12. Air Vehicles for New Missions
Space exploration
Earth science
Develop innovative air vehicles for science missions in the atmosphere of other planets
Use innovative air vehicles to conduct autonomous earth science missions

13. Environment

14. Subsonic Noise Reduction Demonstration
Keep noise within airport boundaries

15. Subsonic Noise Reduction Overview
Demonstrations
Flight demonstration of 10dB noise reduction
Key Elements
Engine noise reduction
Airframe noise reduction
Flight trajectories for noise reduction
NASA and other agencies should sustain the most attractive noise reduction research to a technology readiness level high enough (i.e., technology readiness level 6, as defined by NASA) to reduce the technical risk and make it worthwhile for industry to complete development and deploy new technologies in commercial products, even if this occurs at the expense of stopping other research at lower technology readiness levels.
For Greener Skies, NRC ASEB

16. Noise Reduction Approaches
Airframe Noise Reduction
(Slats, flaps, gears)
High Noise Regions
Low Noise Flight Procedures
(Continuous descent approach, low noise guidance)
Continuous mold line flap and slat cove filler
Baseline
Jet Noise Reduction
(Advanced chevrons, vortex breakdown control, offset fan flow)
Fan Noise Reduction
(Forward swept fan, porous stators, variable area fan nozzle)

17. Sonic Boom Reduction Demonstration
Define an acceptable sonic boom level

18. Sonic Boom Reduction Overview
Noise Reduction
Sonic Boom Reduction Overview
Demonstrations
Flight demonstration of integrated subscale “low boom” aircraft
Key Elements
Sonic boom reduction technology
Sonic boom metrics
Flight testing
NASA should focus new initiatives in supersonic technology development … airframe configurations to reduce sonic boom intensity, especially with regard to the formation of shaped waves and the human response to shaped waves (to allow developing an acceptable regulatory standard
Commercial Supersonic Technology, NRC ASEB

19. Validated Techs Feed Capability Evolution
Validated Technologies
Mission-Driven Development
Toward Increasing Size and Efficiency
Sonic Boom
High
Lift/Drag
Initial Applications
Propulsion
Integration
Increased Capacity
Materials &
Structures
Increased Efficiency
Cost-Effective/
Mission Effective High Speed Air Transportation
Mission
Enabling
Technology Feedback and Maturation
Sonic Boom Mitigation Addresses the First Step

20. Near-Term Program Schedule

21. Zero Emissions Demonstration
A Leap Forward in Emissions Reduction

22. Zero Emissions Overview
Demonstrations
Flight demonstration of all-electric aircraft using hydrogen fuels cells
Key Elements
All electric propulsion system
Lightweight structures and hydrogen storage
Flight testing
Finding: Fuel Cells. The use of fuel cell technology to create an all-electric, zero-emission aviation propulsion system is a paradigm-shifting approach consistent with NASA’s mission. The committee … urges NASA to pursue future work in this area, which leads to the long-range goal of a zero-emissions propulsion system.
Review of NASA’s Aerospace Technology Enterprise, NRC ASEB

23. Zero Emissions Attributes
Maximum payoff to
Goals
Hydrogen fueled
Zero CO2
Other technologies might achieve a 10-20% reduction in pollutants –
this approach gets a 100% reduction.
Fuel Cell Energy Conversion
Zero NOx
High energy efficiency
Electric drive
Lowest noise
The zero emissions system delivers maximum benefit towards public good goals; nothing else comes close

24. High Altitude Long Endurance (HALE)
HALE Demonstrations
High Altitude Long Endurance (HALE)

25. HALE Overview Demonstrations Key Elements
Flight demonstration of 14-day duration HALE “hurricane tracker”
Risk reduction to enable Mars flight
Key Elements
Autonomous flight
Regenerative fuel cells
Ultralightweight structures
Flight testing
The committee fully expects that the Helios (HALE) vehicle will yield significant results for the earth sciences portion of NASA, its primary customer. The committee further applauds NASA for innovative thinking in identifying other possible uses and other possible markets for the aircraft, such as serving as a low-cost, high-altitude (relatively) stationary telecommunications.
Review of NASA’s Aerospace Technology Enterprise, NRC ASEB

26. HALE Aircraft Sequence
Sub-Orbital Long Endurance Observer
SOA: Stratospheric flight demonstrated by the Helios (ERAST) flight research program capable of up to 1 day endurance.
Goal: Flexible, light weight hydrogen powered aircraft to demonstrate multi-day endurance of 14 days with 200kg payload.
Global Observer
SOA: Same as above.
Goal: Flexible, light weight airframe with a regenerative fuel cell power system and light weight high efficiency solar array capable of multi-week to multi-month endurance with a 150kg payload.
Global Ranger
SOA: 50 to 60K ft (Global Hawk & Predator B)
Goal: Global reach with a 48 hour endurance at 75K ft with a 1000kg payload
Heavy Lifter
SOA: NASA DC-8 Airborne Science platform approximately 35k ft.
Goal: 60k+ ft carrying a 10,000kg payload with multi-week to multi-month endurance capability using advanced regenerative fuel cell power system and a solar array.
No change to the consumable fueled vehicle from the baseline plan.
The regen POC vehicle development would be accelerated and flight research would be completed.
Building on the experience of the ESS POC vehicle, a second vehicle will be designed and built that would have the capability of carrying a useful payload for up to 2 weeks. In the 5 year run out, time would not permit flights of this vehicle.
Additional funding would be available for technology development.
Additional funding would be available for demonstrations to potential user groups.

27. Planetary Flyers
ARES

28. Planning Update

29. Planning Status Overall Vehicle Systems plan remains intact
GOTChA process and roadmaps represent a much larger program than is currently funded
Technology demonstrations consistent with existing roadmap set
We are now executing a different mix of technologies to a higher TRL than previously planned

30. Subsonic Propulsion System GOTChA Pre-FY2005
GOALS
Reduce LTO NOx Emissions by 70%
SOA = 75kg NOx/LTO cycle
(777/GE90)
Reduce TSFC
Goal: -10%
SOA: (777 w/GE90)
Improve Propulsion
System Thrust/Weight
Goal: +15%
SOA: (GE90) 4 5 6
OBJECTIVES
Increase Thermal Efficiency
Goal: 60%
SOA: 55% (GE90)
Increase Propulsive Efficiency
Goal: 68%
SOA: 65% (GE90)
Reduce installation penalties
Goal:-100%
SOA: 777 w/GE90
Reduce Bare Engine Wt.
Goal: -15%
SOA: GE90
Reduce Pod/Enginesub-system Wt.
Goal: -15%
SOA: GE90
Reduce Particulates and Aerosol by 10%
Goal: -10%
SOA: 777/GE90
Eliminate NOx Emissions from Secondary Power
Goal: -100%
SOA: 777/GE90
Reduce Engine NOx emissions over the LTO cycle
Goal: -55%
SOA: 777/GE90 17 18 12 13 14 16 19 15
TECHNICAL CHALLENGES
Limited theoretical Efficiency with Current Turbine-based Engines
Turbine Cooling Tech. Limit OPR & T4 Increase for Higher Thermal Efficiency
Maintain Compon-ent Perf. at Small Size/High Stage Loadings
Engine com-ponent degrada-tion generates particu-lates
SOA fuel cells too heavy and power limited
Combus-tion based systems produce NOx
Higher Cycle Temp. & Pressures Increase NOx Production
Wt, Life, Oper-ability, Safety Difficult to Maintain in Low NOx Combus-tor
Improving Combus-tion process to reduce NOx w/o impacting CO, UHC, & Smoke
Fan/LPT speed mismatch & nacelle drag limits bypass ratio
Highly integrated inlets produce high distortion
Customer Bleeds and HPX Reduce System Efficiency
Current High Temp/ High Strength Materials are Too Heavy
Current Integration Approaches Limit Engine Design Options 25 26 27 28 29 30 19 23 24 31 32 20 21 22
APPROACHES
Advanced Materials for reduced combustion liner cooling
Advanced turbine hybrid propulsion systems
Flow management and control techniques
Improved Materials, w/ higher temp. capability& strength per/wt.
Improve combustion process to reduce particulates
Electric drive propulsion systems
Advanced engine components (e.g., intelligent, adaptive, flow control)
Innovative Adaptive Engine Structure Technology 32 40 43 28 37 34
Measurement tools and validated Physics Based codes for highly loaded turbomachinery
Intelligent combustion control 31 35
Fuel cells for secondary power
Highly efficient sec.
power systems
Advanced Combustor techniques to reduce NOx 44 39
Highly reliable, lightweight mechanical systems
Validated combustion codes for design & control of low emission combustors 41 29 36 33
Measurement tools and validated global and local models to improve cycle designs
Advanced materials and cooling technologies for reduced cooling
Water injection at take off for NOx and Particulate Reduction 30 45 38 42

31. Reduce LTO NOx Emissions by 70%
Subsonic Propulsion System GOTChA Post-FY2005
GOALS
Reduce LTO NOx Emissions by 70%
SOA = 75kg NOx/LTO cycle
(777/GE90)
Reduce TSFC
Goal: -10%
SOA: (777 w/GE90)
Improve Propulsion
System Thrust/Weight
Goal: +15%
SOA: (GE90) 4 5 6
OBJECTIVES
Increase Thermal Efficiency
Goal: 60%
SOA: 55% (GE90)
Increase Propulsive Efficiency
Goal: 68%
SOA: 65% (GE90)
Reduce installation penalties
Goal:-100%
SOA: 777 w/GE90
Reduce Bare Engine Wt.
Goal: -15%
SOA: GE90
Reduce Pod/Enginesub-system Wt.
Goal: -15%
SOA: GE90
Reduce Particulates and Aerosol by 10%
Goal: -10%
SOA: 777/GE90
Eliminate NOx Emissions from Secondary Power
Goal: -100%
SOA: 777/GE90
Reduce Engine NOx emissions over the LTO cycle
Goal: -55%
SOA: 777/GE90 17 18 12 13 14 16 19 15
TECHNICAL CHALLENGES
Limited theoretical Efficiency with Current Turbine-based Engines
Turbine Cooling Tech. Limit OPR & T4 Increase for Higher Thermal Efficiency
Maintain Compon-ent Perf. at Small Size/High Stage Loadings
Engine com-ponent degrada-tion generates particu-lates
SOA fuel cells too heavy and power limited
Combus-tion based systems produce NOx
Higher Cycle Temp. & Pressures Increase NOx Production
Wt, Life, Oper-ability, Safety Difficult to Maintain in Low NOx Combus-tor
Improving Combus-tion process to reduce NOx w/o impacting CO, UHC, & Smoke
Fan/LPT speed mismatch & nacelle drag limits bypass ratio
Highly integrated inlets produce high distortion
Customer Bleeds and HPX Reduce System Efficiency
Current High Temp/ High Strength Materials are Too Heavy
Current Integration Approaches Limit Engine Design Options 25 26 27 28 29 30 19 23 24 31 32 20 21 22
APPROACHES
Advanced Materials for reduced combustion liner cooling
Advanced turbine hybrid propulsion systems
Flow management and control techniques
Improved Materials, w/ higher temp. capability& strength per/wt.
Improve combustion process to reduce particulates
Electric drive propulsion systems
Advanced engine components (e.g., intelligent, adaptive, flow control)
Innovative Adaptive Engine Structure Technology 32 40 43 28 37 34
Measurement tools and validated Physics Based codes for highly loaded turbomachinery
Intelligent combustion control 31 35
Fuel cells for secondary power
Highly efficient sec.
power systems
Advanced Combustor techniques to reduce NOx 44 39
Highly reliable, lightweight mechanical systems
Validated combustion codes for design & control of low emission combustors 41 29 36 33
Advanced materials and cooling technologies for reduced cooling
Measurement tools and validated global and local models to improve cycle designs
Water injection at take off for NOx and Particulate Reduction 30 45 42 38

32. Subsonic Noise GOTChA Pre-FY2005 Reduce Community Noise by 20 EPNdB
GOALS
Reduce Community Noise by 20 EPNdB
SOA = Stage 3 – 8 EPNdB (777/GE90) 3
OBJECTIVES
Reduce noise from airframe sources
by 8 dB
SOA: 777/GE90
Demonstrate operational procedures that reduce approach noise by 2 dB
SOA: 777/GE90
Integration of noise reduction technologies to demonstrate overall system noise reduction
Reduce noise through advanced Propulsion / Airframe configurations
by 20 dB
SOA: 777/GE90
Reduce noise from propulsion sources
by 8 dB
SOA: GE90 11 07 08 09 10
TECHNICAL CHALLENGES
Current fan designs require reduction of both tone and broadband noise while maintaining performance
Jet noise reduction conflicts with performance requirements
Separation of core noise from other engine noise sources is needed to identify source mechanisms
Weight & drag increases offset reductions in noise and TSFC from low specific thrust engines
Noise from complex airframes is neither well identified nor understood
Noise reduction technology conflicts with other require-ments
SOA operational procedures do not fully minimize community noise
Cannot account for all contributing aircraft sources, interactions and installation effects to predict total system noise accurately
Current propulsion/airframe configurations will not provide needed noise reduction 10 11 15 12 13 14 16 17 18
APPROACHES
Reduce identified noise sources through methods derived from physics-based understanding
Sufficient lift to enable steeper descent and climb out trajectories by increasing CL via quiet, innovative, high-lift system
Real-time calculation of noise-minimal trajectories and pilot/controller tools to fly noise minimal trajectories
Develop and validate tools to enable aircraft level system assessments for conventional and unconventional configurations
Advanced concepts with integrated low-noise airframe features (e.g., shielding), and low noise propulsion & power concepts (e.g., distributed propulsion, fuel cells)
Reduce jet noise sources through methods derived from physics-based understanding
Unconventional propulsion systems which retain the noise benefits of low specific thrust engines 18 25 19 20 21
Advanced low noise fan designs, liner concepts and active control technologies
Identify, account for and reduce noise via propulsion/airframe interactions 27
Application of
advanced low-spool technologies for core noise reduction 22 23 24 26

33. Subsonic Noise GOTChA Post-FY2005 Reduce Community Noise by 20 EPNdB
GOALS
Reduce Community Noise by 20 EPNdB
SOA = Stage 3 – 8 EPNdB (777/GE90) 3
OBJECTIVES
Reduce noise from airframe sources
by 8 dB
SOA: 777/GE90
Demonstrate operational procedures that reduce approach noise by 2 dB
SOA: 777/GE90
Integration of noise reduction technologies to demonstrate overall system noise reduction
Reduce noise through advanced Propulsion / Airframe configurations
by 20 dB
SOA: 777/GE90
Reduce noise from propulsion sources
by 8 dB
SOA: GE90 11 07 08 09 10
TECHNICAL CHALLENGES
Current fan designs require reduction of both tone and broadband noise while maintaining performance
Jet noise reduction conflicts with performance requirements
Separation of core noise from other engine noise sources is needed to identify source mechanisms
Weight & drag increases offset reductions in noise and TSFC from low specific thrust engines
Noise from complex airframes is neither well identified nor understood
Noise reduction technology conflicts with other require-ments
SOA operational procedures do not fully minimize community noise
Cannot account for all contributing aircraft sources, interactions and installation effects to predict total system noise accurately
Current propulsion/airframe configurations will not provide needed noise reduction 10 11 12 13 14 15 16 17 18
APPROACHES
Reduce identified noise sources through methods derived from physics-based understanding
Sufficient lift to enable steeper descent and climb out trajectories by increasing CL via quiet, innovative, high-lift system
Real-time calculation of noise-minimal trajectories and pilot/controller tools to fly noise minimal trajectories
Develop and validate tools to enable aircraft level system assessments for conventional and unconventional configurations
Advanced concepts with integrated low-noise airframe features (e.g., shielding), and low noise propulsion & power concepts (e.g., distributed propulsion, fuel cells)
Reduce jet noise sources through methods derived from physics-based understanding
Unconventional propulsion systems which retain the noise benefits of low specific thrust engines 18 20 25 19 21
Advanced low noise fan designs, liner concepts and active control technologies
Identify, account for and reduce noise via propulsion/airframe interactions 27
Application of
advanced low-spool technologies for core noise reduction 22 23 24

34. Lift to Drag Ratio (L/D) Roadmap
GOAL ST1: Increase L/D to 25 at cruise; SOA = 20 (777/GE90) 05 06 07 08 09 10 11 12 13 14 15 16 17 18 04 19
ST101: Decrease skin friction drag by 20%
ST : Turbulent flow control
ST : Novel approaches to integration of higher BPR engines or BLI inlets
ST : Advanced configurations and components with lower wetted areas
ST : Laminar flow control
ST : Low-drag configurations and components designed through physics-based optimization
Low TRL
ST102: Decrease wave drag by 50%
Low TRL
ST : Develop and validate naturally area-ruled configurations
ST : Advanced airfoils to enable attached flow, and maintain t/c with high cruise Mach
QAT/UEET Flight Demos
10 EPNdB redux in
Community Noise
45% redux in LTO NOx
½ Scale
BWB Flight
Demo
SBW Flight
BCW Flight Demo
20EPNdB redux in
community noise
70% redux in LTO NOx
Unfunded Program
Funded Program

35. Summary
Transformed Vehicle Systems Program is focused on breakthrough technologies for the nation
Significant opportunities for additional breakthrough research exist
FY06 Aeronautics budget will require significant realignment of workforce and facilities