# Presentation: 493402

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

## Overview

## Vehicle Systems ProgramNon-Advocate Review (NAR)

- NAR conducted Oct. 26-29, 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)

## 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

## Cost Process Assessment

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

## 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 7120.5c), 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

## Aeronautics Research Priorities and Programs

**Programs**

**Airspace Systems**

**Aviation Safety & Security**

** ****Increase planetary aircraft research**

**Assess possibilities for supersonics**

**Enhance uninhabited aerial vehicles (UAV) research**

**Emphasize public good research**

**Ensure NASA contribution to Joint Planning & Development Office (JPDO)**

**Vehicle Systems**

**Programmatic Priorities**

**Determine if there is a requirement to continue hypersonics research**

## FY2006 President’s Budget Request

**FY 2005**

**FY 2006**

**FY 2007**

**FY 2008**

**FY 2009**

**FY 2010**

**FY 2005 President's Budget**

**919.2**

**956.7**

**937.8**

**925.8**

**941.9**

**Aviation Safety & Security**

**188.0**

**175.1**

**178.0**

**173.7**

**179.2**

**Airspace Systems**

**154.4**

**175.2**

**183.7**

**176.7**

**179.8**

**Vehicle Systems**

**576.8**

**606.4**

**576.2**

**575.3**

**582.9**

**Proposed FY 2006 President's Budget**

**906.2**

**852.3**

**727.6**

**730.7**

**727.5**

**717.6**

**Aviation Safety & Security**

**185.4**

**192.9**

**173.5**

**170.5**

**176.2**

**176.3**

**Airspace Systems**

**152.2**

**200.3**

**180.5**

**174.6**

**177.9**

**175.7**

**Vehicle Systems**

**568.6**

**459.1**

**373.6**

**385.5**

**373.5**

**365.6**

- $M

- $M

-  *The FY2005 budgets reflect the NASA Initial Operating Plan, December 2004*

- *

- *

- *

- *

- *

## 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.

**SONIC BOOM REDUCTION** — Demonstrate technology to enable an acceptable sonic boom level.

**HIGH ALTITUDE LONG ENDURANCE REMOTELY OPERATED AIRCRAFT** — Demonstrate a 14-day duration high-altitude, remotely operated aircraft.

## Program Structure

**Environment**
- Noise Reduction Demonstrations
- Subsonic Noise Reduction
- Sonic Boom Mitigation
- Zero Emissions Aircraft Demonstration
**Science and Exploration**
- HALE Demonstrations

## Environmentally Friendly Aircraft

**Smog-free**

**No impact on global climate**

**Noise within airport boundaries**

- Constrain objectionable noise to within airport boundaries

- Minimize the contribution of air vehicles  to the production of smog

- Minimize the impact of air vehicles on global climate

## 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

## Environment

## Subsonic Noise Reduction Demonstration

- Keep noise within airport boundaries

## Noise Reduction

- 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*

## Noise Reduction Approaches

**Fan Noise Reduction**
- (Forward swept fan, porous stators, variable area fan nozzle)

**Jet Noise Reduction**
- (Advanced chevrons, vortex breakdown control, offset fan flow)

**Baseline**

**Continuous mold line flap and slat cove filler**

**High Noise Regions**

**Airframe Noise Reduction**
- (Slats, flaps, gears)

**Low Noise Flight Procedures**
- (Continuous descent approach, low noise guidance)

## Sonic Boom Reduction Demonstration

- Define an acceptable sonic boom level

## 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*

## Validated Techs Feed Capability Evolution 

- Validated Techs Feed Capability Evolution*** ***

**Increased Capacity**

**Increased Efficiency**

**Technology Feedback and Maturation **

**Sonic Boom**

**High**
**Lift/Drag**

**Propulsion**
** ****Integration**

**Materials & **
**Structures**

**Mission**
** ****Enabling**

**Validated**_**Technologies**_

**Cost-Effective/**
**Mission Effective****High Speed Air Transportation**

- Sonic Boom Mitigation Addresses the First Step

**Mission-Driven  Development **
**Toward Increasing Size and Efficiency**

**Initial Applications**

## Near-Term Program Schedule

## Zero Emissions Demonstration

- A Leap Forward in Emissions Reduction

## 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*

## Zero Emissions Attributes

- Hydrogen fueled

- Zero CO2

- Fuel Cell Energy Conversion

- Zero NOx

- Lowest noise

- Electric drive

- High energy efficiency

**Maximum payoff to **
**Goals **

**	****Other technologies might achieve a 10-20% reduction in pollutants –**
**this approach gets a **_**100%**_** reduction.**

***The zero emissions system delivers maximum benefit towards public good goals; nothing else comes close***

## HALE Demonstrations

- High Altitude Long Endurance(HALE)

## HALE Overview

- Demonstrations
- 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*

## HALE Aircraft Sequence

- 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.

**Notes:**
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.

## Planetary Flyers

- ARES

## Planning Update

## 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

## Subsonic Propulsion System GOTChA Pre-FY2005 

_**Subsonic Propulsion System GOTChA**__** **__**Pre-FY2005**_** **

**GOALS**

**OBJECTIVES**

**Improve Propulsion **
**System Thrust/Weight **
- Goal: +15%
- SOA:  5.0  (GE90)

- Highly reliable, lightweight mechanical systems

- Improved Materials, w/ higher temp. capability&  strength per/wt.

- Reduce     Bare Engine Wt.
- Goal:   -15%
- SOA: GE90

- Current High Temp/ High Strength Materials are Too Heavy

- Reduce Pod/Enginesub-system Wt.
- Goal:   -15%
- SOA: GE90

**Reduce LTO NOx Emissions by 70%**
- SOA = 75kg NOx/LTO cycle
- (777/GE90)

- Wt, Life, Oper-ability, Safety Difficult to Maintain in Low NOx Combus-tor

- Higher Cycle Temp. & Pressures Increase NOx Production

- Improving Combus-tion process to reduce NOx w/o impacting CO, UHC, & Smoke

- Validated combustion codes for design & control of low emission combustors

- Reduce Engine NOx emissions over the LTO cycle
- Goal:  -55%
- SOA: 777/GE90

- Current Integration Approaches Limit Engine Design Options

- Advanced Materials for reduced combustion liner cooling

- Reduce Particulates and Aerosol by 10%
- Goal: -10%
- SOA: 777/GE90

- Measurement tools and validated global and local models to improve cycle designs

**TECHNICAL CHALLENGES**

- Fuel cells for secondary power

- Water injection at take off for NOx and Particulate Reduction

- Engine com-ponent degrada-tion generates particu-lates

- Electric drive propulsion systems

- SOA fuel cells too heavy and power limited

- Eliminate NOx Emissions from Secondary Power
- Goal: -100%
- SOA: 777/GE90

- Combus-tion based systems produce NOx

- Improve combustion process to reduce particulates

**Reduce TSFC**
- Goal: -10%
- SOA:  0.57 (777 w/GE90)

- Turbine Cooling Tech. Limit OPR & T4 Increase for Higher Thermal Efficiency

- Fan/LPT speed mismatch & nacelle drag limits bypass ratio

- Advanced engine components (e.g., intelligent, adaptive, flow control)

- Customer Bleeds and HPX Reduce System Efficiency

- Highly efficient sec.
-  power systems

- Maintain Compon-ent Perf. at Small Size/High Stage Loadings

- Increase Thermal Efficiency
- Goal: 60%
- SOA: 55% (GE90)

- Reduce installation penalties
- Goal:-100%
- SOA: 777 w/GE90

- Increase Propulsive Efficiency
- Goal: 68%
- SOA: 65% (GE90)

- Limited theoretical Efficiency with Current Turbine-based Engines

- Advanced turbine hybrid propulsion systems

- Highly integrated inlets produce high distortion

- Flow management and control techniques

- Advanced materials and cooling technologies for reduced cooling

- Measurement tools and validated Physics Based codes for highly loaded turbomachinery

- Innovative Adaptive Engine Structure Technology

- Intelligent combustion control

- Advanced Combustor techniques to reduce NOx

**APPROACHES**

**4**

**12**

**13**

**14**

**19**

**20**

**21**

**22**

**23**

**24**

**28**

**29**

**30**

**31**

**32**

**33**

**5**

**15**

**16**

**25**

**26**

**34**

**35**

**36**

**6**

**17**

**18**

**19**

**27**

**28**

**29**

**30**

**31**

**32**

**37**

**38**

**39**

**40**

**41**

**42**

**43**

**44**

**45**

## Subsonic  Propulsion System GOTChA Post-FY2005 

_**Subsonic  Propulsion System GOTChA**__** **__**Post-FY2005**_** **

**GOALS**

**OBJECTIVES**

**Improve Propulsion **
**System Thrust/Weight **
- Goal: +15%
- SOA:  5.0  (GE90)

- Highly reliable, lightweight mechanical systems

- Improved Materials, w/ higher temp. capability&  strength per/wt.

- Reduce     Bare Engine Wt.
- Goal:   -15%
- SOA: GE90

- Current High Temp/ High Strength Materials are Too Heavy

- Reduce Pod/Enginesub-system Wt.
- Goal:   -15%
- SOA: GE90

**Reduce LTO NOx Emissions by 70%**
- SOA = 75kg NOx/LTO cycle
- (777/GE90)

- Wt, Life, Oper-ability, Safety Difficult to Maintain in Low NOx Combus-tor

- Higher Cycle Temp. & Pressures Increase NOx Production

- Improving Combus-tion process to reduce NOx w/o impacting CO, UHC, & Smoke

- Validated combustion codes for design & control of low emission combustors

- Reduce Engine NOx emissions over the LTO cycle
- Goal:  -55%
- SOA: 777/GE90

- Current Integration Approaches Limit Engine Design Options

- Advanced Materials for reduced combustion liner cooling

- Reduce Particulates and Aerosol by 10%
- Goal: -10%
- SOA: 777/GE90

- Measurement tools and validated global and local models to improve cycle designs

**TECHNICAL CHALLENGES**

- Fuel cells for secondary power

- Water injection at take off for NOx and Particulate Reduction

- Engine com-ponent degrada-tion generates particu-lates

- Electric drive propulsion systems

- SOA fuel cells too heavy and power limited

- Eliminate NOx Emissions from Secondary Power
- Goal: -100%
- SOA: 777/GE90

- Combus-tion based systems produce NOx

- Improve combustion process to reduce particulates

**Reduce TSFC**
- Goal: -10%
- SOA:  0.57 (777 w/GE90)

- Turbine Cooling Tech. Limit OPR & T4 Increase for Higher Thermal Efficiency

- Fan/LPT speed mismatch & nacelle drag limits bypass ratio

- Advanced engine components (e.g., intelligent, adaptive, flow control)

- Customer Bleeds and HPX Reduce System Efficiency

- Highly efficient sec.
-  power systems

- Maintain Compon-ent Perf. at Small Size/High Stage Loadings

- Increase Thermal Efficiency
- Goal: 60%
- SOA: 55% (GE90)

- Reduce installation penalties
- Goal:-100%
- SOA: 777 w/GE90

- Increase Propulsive Efficiency
- Goal: 68%
- SOA: 65% (GE90)

- Limited theoretical Efficiency with Current Turbine-based Engines

- Advanced turbine hybrid propulsion systems

- Highly integrated inlets produce high distortion

- Flow management and control techniques

- Advanced materials and cooling technologies for reduced cooling

- Measurement tools and validated Physics Based codes for highly loaded turbomachinery

- Innovative Adaptive Engine Structure Technology

- Intelligent combustion control

- Advanced Combustor techniques to reduce NOx

**APPROACHES**

**4**

**12**

**13**

**14**

**19**

**20**

**21**

**22**

**23**

**24**

**28**

**29**

**30**

**31**

**32**

**33**

**5**

**15**

**16**

**25**

**26**

**34**

**35**

**36**

**6**

**17**

**18**

**19**

**27**

**28**

**29**

**30**

**31**

**32**

**37**

**38**

**39**

**40**

**41**

**42**

**43**

**44**

**45**

## Subsonic Noise GOTChA Pre-FY2005 

** **SOA =  Stage 3 – 8 EPNdB (777/GE90)

- Reduce noise from airframe sources
- by 8 dB
- SOA: 777/GE90

- Noise from complex airframes is neither well identified nor understood

- Reduce identified noise sources through methods derived from physics-based understanding

- Noise reduction technology conflicts with other require-ments

- Demonstrate operational procedures that reduce approach noise by 2 dB
- SOA: 777/GE90

- Reduce noise through advanced Propulsion / Airframe configurations
- by 20 dB
- SOA: 777/GE90

- SOA operational procedures do not fully minimize community noise

- 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

- Current propulsion/airframe configurations will not provide needed noise reduction

- Advanced concepts with integrated low-noise airframe features (e.g., shielding), and low noise propulsion & power concepts (e.g., distributed propulsion, fuel cells)

- Identify, account for and reduce noise via propulsion/airframe interactions

- Cannot account for all contributing aircraft sources, interactions and installation effects to predict total system noise accurately

- Develop and validate tools to enable aircraft level system assessments for conventional and unconventional configurations

- Integration of noise reduction technologies to demonstrate overall system noise reduction

**3**

**07**

**08**

**09**

**10**

**10**

**11**

**12**

**13**

**14**

**18**

**19**

**20**

**21**

**22**

**23**

- Reduce noise from propulsion sources
- by 8 dB
- SOA: GE90

- Application of
- advanced low-spool technologies for core noise reduction

- Jet noise reduction conflicts with performance requirements

- Current fan designs require reduction of both tone and broadband noise while maintaining performance

- Separation of core noise from other engine noise sources is needed to identify source mechanisms

- Unconventional propulsion systems which retain the noise benefits of low specific thrust engines

- Weight & drag increases offset reductions in noise and TSFC from low specific thrust engines

- Reduce jet noise sources through methods derived from physics-based understanding

- Advanced low noise fan designs, liner concepts and active control technologies

**11**

**24**

**15**

**16**

**17**

**18**

**25**

**27**

_**Subsonic Noise GOTChA **__**Pre-FY2005**_** **

**26**

**GOALS**

**OBJECTIVES**

**TECHNICAL CHALLENGES**

**APPROACHES**

## Subsonic Noise GOTChA Post-FY2005 

** **SOA =  Stage 3 – 8 EPNdB (777/GE90)

- Reduce noise from airframe sources
- by 8 dB
- SOA: 777/GE90

- Noise from complex airframes is neither well identified nor understood

- Reduce identified noise sources through methods derived from physics-based understanding

- Noise reduction technology conflicts with other require-ments

- Demonstrate operational procedures that reduce approach noise by 2 dB
- SOA: 777/GE90

- Reduce noise through advanced Propulsion / Airframe configurations
- by 20 dB
- SOA: 777/GE90

- SOA operational procedures do not fully minimize community noise

- 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

- Current propulsion/airframe configurations will not provide needed noise reduction

- Advanced concepts with integrated low-noise airframe features (e.g., shielding), and low noise propulsion & power concepts (e.g., distributed propulsion, fuel cells)

- Identify, account for and reduce noise via propulsion/airframe interactions

- Cannot account for all contributing aircraft sources, interactions and installation effects to predict total system noise accurately

- Develop and validate tools to enable aircraft level system assessments for conventional and unconventional configurations

- Integration of noise reduction technologies to demonstrate overall system noise reduction

**3**

**07**

**08**

**09**

**10**

**10**

**11**

**12**

**13**

**14**

**18**

**19**

**20**

**21**

**22**

**23**

- Reduce noise from propulsion sources
- by 8 dB
- SOA: GE90

- Application of
- advanced low-spool technologies for core noise reduction

- Jet noise reduction conflicts with performance requirements

- Current fan designs require reduction of both tone and broadband noise while maintaining performance

- Separation of core noise from other engine noise sources is needed to identify source mechanisms

- Unconventional propulsion systems which retain the noise benefits of low specific thrust engines

- Weight & drag increases offset reductions in noise and TSFC from low specific thrust engines

- Reduce jet noise sources through methods derived from physics-based understanding

- Advanced low noise fan designs, liner concepts and active control technologies

**11**

**24**

**15**

**16**

**17**

**18**

**25**

**27**

_**Subsonic Noise GOTChA**__** **__**Post-FY2005**_** **

**GOALS**

**OBJECTIVES**

**TECHNICAL CHALLENGES**

**APPROACHES**

## Lift to Drag Ratio (L/D) Roadmap

**ST101**:  Decrease skin friction drag by 20%

**ST10101.01**: Turbulent flow control
**ST10101.02**: Novel approaches to integration of higher BPR engines or BLI inlets
**ST10101.03**: Advanced configurations and components with lower wetted areas
**ST10101.04**: Laminar flow control
**ST10101.05**: Low-drag configurations and components designed through physics-based optimization

**GOAL ST1**: Increase L/D to 25 at cruise;  SOA = 20 (777/GE90)

**ST102**:  Decrease wave drag by 50%

**ST10202.06**: Develop and validate naturally area-ruled configurations
**ST10202.07**: Advanced airfoils to enable attached flow, and maintain t/c with high cruise Mach

- Low TRL

- Low TRL

## 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