National Aeronautics R&D Goals

NATIONAL AERONAUTICS R&D GOALS

Technology for America's Future

Executive Office of the President

Office of Science and Technology Policy

March 1985

FOREWARD

In November of 1982 an interagency working group, under the direction of

the White House Office of Science and Technology Policy, issued a

comprehensive report analyzing the state of aeronautics research and the role

ofthe Federal Government in supporting that research. Among its

conclusions were that there are possible today monumental advances in

aircraft performance. Due to the nature ofthe benefits, both military and

commercial, the Federal Government and industry must unite to realize that

potential.

As a result ofthat report, I established an Aeronautical Policy Review

Committee, composed of government, industry, and academic experts, for the

purpose ofkeeping track ofthe implementation ofthe recommendations in

the first report. This second report by the Committee points out that, like

other industries that rest on strong technological bases, American aeronautics

faces tremendous challenges from abroad as well as tremendous opportunities

for advances and leadership now and in the future.

The report is comprehensive and addresses specific goals in three

areas-subsonics, supersonics, and transatmospherics-that we should be

focusing on. It gives clear direction for the Administration's commitment to

maintaining and extending our leadership in this field. Ifthe goals are

pursued vigorously by industry, academia, and government, U.S. aeronautics,

in both the civil and defense sectors, will be able to sustain its preeminence

into the next century.

G.A. Keyworth, II

Science Advisor to the President, and Director, Office of Science and

Technology Policy

March 1985

CONTENTS

EXECUTIVE SUMMARY

INTRODUCTION

NATIONAL AERONAUTICAL R&D GOALS

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POC: Executive Office of the President

Office of Science and Technology

Policy

Washington, DC 20500
National Aeronautics R&D Goals

SUPERSONICS GOAL

TRANSATMOSPHERICS GOAL

REVITALIZATION STRATEGY

SUMMARY

AERONAUTICAL POLICY REVIEW COMMITTEE

EXECUTIVE SUMMARY

Challenges and Opportunities

U.S. aeronautics is and will remain a decisively forceful influence on the

long-term economic and military security ofthe nation. The technical

margins that have long defined U.S. aeronautical preeminence have narrowed

significantly in recent years as foreign competition has increased. This trend,

if allowed to continue, will evolve into major national weaknesses

substantially increasing the vulnerability ofAmerica's position in world

affairs. Because aeronautics is so integral to our national interest, U.S.

national aeronautical policy now stipulates that the nation cannot and will not

allow leadership erosion.

Lasting U.S. aeronautical leadership will only be secured by the vigorous

renewal ofAmerica's traditional strength: pioneering new technology.

Aeronautical opportunities are known today which, if actively pursued, would

result in 21st century U.S. civil and military aircraft of clear-cut superiority.

Then technical excellence and cost advantages could more than overcome

foreign competitive approaches.

Strategy and Goals for U.S. Aeronautics

The high-technology payoffs that result from advances in aeronautics are

important national benefits that must be maximized by American enterprise.

This maximization requires both government and industry to combine their

efforts toward aggressive technological goals with potential for broad future

application. In this pursuit, early applications can help generate the national

resources and experience needed to capitalize on the opportunities that will

follow. This strategy also supports the more definitive objectives for

technically superior U.S. military aircraft.

The Committee proposes three national goals to clarify and focus the

direction for U.S. aeronautical R&D. Successful attainment ofthese goals

will challenge American creativity. Within the next 10 years the U.S. must

build its research and technology momentum and achieve a trans-century

renewal ofthe nation's total aeronautics capacity. Work must proceed

concurrently on all three goals, with early emphasis on the first. The goals are

presented here in time-phased order of attainment:

Subsonics Goal:

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To Build Trans-Century Renewal

- Envisions technology for an entirely new generation of

fuel-efficient, affordable U.S. aircraft operating in a modernized

National Airspace System.

- Captures immense civil aircraft market opportunities by

technologically superseding foreign competitive challenges.

- Supports development of advanced military aircraft capabilities.

- Requires acceleration of key technology advances for 1995

readiness target. Applications well into the next century.

Supersonics Goal:

To Attain Long-Distance Efficiency

- Develops pacing technologies for sustained supersonic cruise

capability.

- Enables linking offarthest reaches ofPacific Rim in four to five

hours. Recognizes growing U.S. strategic and economic interests

with partnership potential.

- Provides military with enhancements in basing flexibility,

long-distance responsiveness, and survivability.

- Applications through much ofthe next century.

Transatmospherics Goal:

To Secure Future Options

- Pursues research toward capability to routinely cruise and

maneuver into and out ofthe atmosphere with takeoff and

landing from conventional runways.

- Builds on progressive subsonic, supersonic, and hypersonic

advancements in aeronautics technology as well as Space Shuttle

experience.

- Influences long-range options for both aeronautics and space.

- Significant to military and civil 21st century leadership.

Collectively, these goals will focus national energies and creativity on new

frontiers and opportunities that are vital for the future success and leadership

ofAmerica.

Implementation Challenges

America's future in aeronautics demands much more than a "business as

usual" attitude. U.S. industrial companies must work with one another, and

with government agencies, to increase accomplishment and enhance

affordability.

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Historically, a number ofbarriers have impeded technological advancement

in both the public and private sectors. The current environment amplifies the

impact ofmany ofthese impediments on achieving technology readiness.

Appropriate corrective actions exist, and should be pursued without delay:

- Federal contracting procedures should be restructured to reflect

a greater distinction between the procurement ofresearch and

technology and the procurement ofhardware.

- Regulatory policy should encourage cooperative efforts for

technology development among U.S. companies (as is now

ongoing between U.S. and offshore companies).

- Federal tax legislation should adequately stimulate private

investment in timely technology development.

- All branches ofthe Government with relevant oversight and/or

management responsibilities should strive to maintain the

continuity ofresearch and technology development activities.

Planning, Priorities, and Policies For Action

Technical plans for implementing these goals must be developed in close

conjunction with the reordering ofnational R&D priorities and policies. This

task challenges both public and private sector creativity to gain real growth in

aeronautical technology development. It also challenges government

leadership to reconcile policies inhibiting R&D progress and affordability.

Toward this national purpose, the Executive Offices and mission-oriented

agencies of government must work closely with Congress to ensure that the

rich potential in aeronautics is nurtured, encouraged, and firmly secured as an

American reality.

Return to Table of Contents

INTRODUCTION

U.S. Aeronautics in a Global Context

U.S. aircraft have long dominated in civil aircraft markets and in weapon

system technical superiority, but there is no guarantee that U.S. leadership in

aeronautics will be retained even in the short term. In fact, the U.S. can no

longer assume its leadership is secure on any high technology front. Very

clearly, the intensity of global competition in high technology poses a serious

challenge to U.S. aeronautical preeminence, a situation which also brings into

question the economic and strategic future ofthe United States. Aeronautics

has a crucial role both in America's defense capabilities and in the

employment, transportation, and exports which strengthen our national

economy.

In aeronautics, the U.S. system of private enterprise has developed a unique

base ofnational synergy which affects key parts ofthe nation's overall

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competitiveness. Aircraft provides challenging product focus that stimulates

high technology innovation from a broad array of contributing companies and

industrial sectors. The success ofthis aspect ofAmerica's aeronautical

infrastructure has not gone unnoticed by other nations, and aircraft capacities

have become favored targets for foreign technological and industrial

expansion over much ofthe past decade.

While U.S. aircraft still maintain a broad base oftechnological advantage, the

margin ofthat advantage has narrowed dramatically in recent years. In a

growing number of aircraft-related areas, foreign technical capabilities are

now comparable, if not superior, to those ofthe U.S. This is particularly

evident for smaller aircraft, where the entry threshold has been within the

financial and technical reach of an increasing number ofsmaller nations or

multinational consortia. Foreign military aircraft capacities are now showing

a similar trend. Coupled with this, military and civilian aircraft technologies

and products have become a politically sensitive aspect ofinternational

negotiations and trade. In this respect, the erosion ofAmerican preeminence

implies major negative consequences for the position ofU.S. leadership in

global security as well as for the vitality ofU.S. industry in a changing global

economy.

An Expanding Perspective

All these factors were recognized in the Administration's 1982 Aeronautical

R&T Policy, which established challenging national goals for furthering all

aspects ofU.S. aeronautical preeminence. Following one ofthese policy

recommendations, the President's Science Advisor formed a senior

executive-level committee to review (from a national perspective) the

Government's long-range aeronautical plans for consistency with the policy

objectives. This is the second report submitted by that policy review

committee.

The Committee's first report, submitted to the Executive Office ofthe

President in November 1983, included a number ofrecommendations to

encourage a more aggressive and farsighted national outlook for aeronautics.

During 1981, the U.S. aeronautical community reexamined opportunities for

technological advancement that could be achieved by the end ofthis century.

This crucial evaluation was conducted with a view toward vehicle concepts

that reached beyond the arbitrary time horizon ofthe turn ofthe century. The

results presented to the Committee both confirmed and expanded many

earlier assessments. Very high- leverage payoffs can be expected from

interdisciplinary efforts in propulsion, materials, aerodynamics, structures,

and avionics. Aggressive technological readiness can produce either a distinct

U.S. advantage or, conversely, an advantage to foreign civil and military

competitors, depending on where the greatest effort and commitment are

made. In considering this dynamic situation, several important factors should

be borne in mind:

- Leapfrog advancements are definitely possible which would

make obsolete virtually all significant civil and military aircraft

operational today (both fixed and rotary wing).

- The range of high-payoffR&T opportunities impacts all classes

of aircraft and will far exceed resources available for investment.

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NATIONAL AERONAUTICAL R&D GOALS

Three long-range goals are proposed to address all these challenges and

opportunities. The Committee believes that the highest potential for

revitalizing U.S. competitiveness lies in America's traditional area of

strength: the pioneering of new technology. The three goals proposed here are

aligned to form a strategy aimed at a decisive strengthening and leadership

position in world markets and relative to our military adversaries.

The goals are time-phased, with the first goal (subsonics) being crucial as an

enabling goal. It must serve to reenergize American R&D momentum,

because the product technologies it fosters must generate private sector

resources necessary for exploitation of ensuing opportunities in supersonic

and transatmospheric flight. While payoffs will be time-phased in their

realization, it is important that work toward all three goals proceed

concurrently. Emphasis over near-term years, however, must necessarily be

focused on the first goal.

Subsonics Goal:

To Build Trans-Century Renewal

Advancing technology for a new generation of U.S. subsonic aircraft

The past 15 years have seen mostly evolutionary advancements in subsonic

aircraft technology, but future possibilities for truly revolutionary

advancements far exceed all these. Subsonic opportunities can establish a

firm U.S. foundation for technically superior aircraft to carry U.S.

aeronautical leadership into the next century. The subsonics goal envisions

this with an entirely new generation offuel-efficient U.S. aircraft operating in

a flexible and modernized National Airspace System. Simply stated, its aim is

a safe, congestion-free U.S. aeronautical interstate system, offering superior

air transportation at halfits current cost. The subsonics goal also envisions

the development of advanced military airlift capabilities, long endurance

aircraft, low observables, rotorcraft, and other spin-offmilitary requirements

that are anticipated for the same general time frame.

Accelerating subsonic technology can leverage unique advantages for the

United States, by capitalizing on the pioneering efforts in airspace

modernization and deregulation already in the national agenda. It also

promotes domestic supply for the very large U.S. civil aircraft markets. In

this respect, subsonic aircraft also dominate in world market projections, with

a variety ofrequirements extending well into the next century. This immense

civil opportunity is the cornerstone for sustaining American aircraft

capacities, since civil work generates 50 percent ofthe total aircraft

production business for the 15,000-company supplier base which supports

both U.S civil and military needs. Foreign competition has already placed

serious technology readiness pressures on the U.S. supply base, particularly

with respect to smaller classes of aircraft (commuters, business aircraft, and

rotorcraft) where the position ofU.S. products is most endangered today.

Significant national research and technology development is already in

progress. However, key subsonic advances contributing to new transcentury

aircraft must be accelerated and readied by the mid-1990's to meet crucial

competitive applications that will affect U.S. aeronautical momentum into the

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next century. Technologies that are integral to the development ofthese

subsonic aircraft include: laminar flow control advancements that

substantially reduce aircraft drag; all composite high-strain structures; a new

generation ofsuper bypass and propfan engines; and fully integrated flight

controls and operating systems that interface with National Airspace System

modernization. It is essential for the National Airspace System Plan to

maintain cohesiveness and flexibility to accommodate and keep pace with

these future aircraft technologies. Advanced computational capability is key

for both aircraft and air system objectives.

New aircraft in the system will more than double today's best fuel efficiency,

as well as being substantially more efficient in operation. U.S. general

aviation, rotorcraft, commuters, and transport aircraft that decisively reduce

acquisition and operating costs will dominate established world markets and

the new air service expansions of developing nations. U.S. helicopters and

V/STOL aircraft will also become increasingly important in both these

market areas. Advanced aircraft ofthis type can reduce congestion in U.S.

airports and provide transportation infrastructure unique to the specialized

requirements of developing nations.

Achievements ofthis magnitude could also produce a U.S. advantage in the

eventual formation of a globally compatible air system, as well as leadership

in other areas ofinternational aviation. This in turn could leverage significant

U.S. strategic and economic advantage for other important world agendas,

particularly in the developing Pacific region.

Stepping up national research momentum and efficiency is a vital part ofthis

far-reaching goal. In view ofthis, a broad, trans-century strategy is proposed

later in this report that places particular emphasis on revitalizing the nation's

capacities for aeronautical innovation over the next decade.

Supersonics Goal

To Attain Long-Distance Efficiency

Developing technology for efficient, long-distance supersonic cruise

Gaining sustained supersonic cruise capability is of very high priority for

future military aircraft survivability, long-distance responsiveness, and basing

flexibility. However, this military capability is also aligned with highly

constructive civil opportunities that could benefit the U.S. in important

non-military areas as well. Supersonic advancement offers the added potential

for welding long-term bonds between the U.S. and Pacific partners through

possible joint development ofthe pacing technologies for a new generation of

supersonic transports. The key technologies underlying this objective

(propulsion, structures, materials, and aerodynamics) are largely generic to

future military needs.

Strategically and economically, United States trade and alliances in the

Pacific have major implications for the future. The region's dynamic growth

and vast potential for development should continue to be influenced and

encouraged by American policy and enterprise. U.S. trade with the Pacific

community has increased over 75 percent within the last six years,

accelerating well beyond the volume oftrade with Europe. Mutual security

bonds are also ofincreasing significance in light of a potential major Soviet

military buildup in the region. From both the strategic and economic

perspectives, the vast Pacific area is constrained by distance, a factor adding

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significance to a U.S. supersonic goal... and contributing to the potential for

Pacific Rim development by increasing cooperation and understanding

among the nations and peoples ofthis important region.

The key technologies for advancing supersonic cruise capability have not

been aggressively pursued by the U.S. since the 1971 demise ofthe U.S.

Supersonic Transport program. However, the NASA-funded Supersonic

Cruise Research program, which ended in 1981, established a constructive

base for further advancement. The development ofsingle crystal turbine

blades, better coatings, advanced cooling methods, and improved internal

aerodynamics has allowed significant improvements in military engine

thrust-to-weight ratios. The application ofthese technologies to a variable

cycle engine with reduced noise, and much improved specific fuel

consumption over the entire speed regime, forms a starting basis for the

Pacific Supersonic Transport.

The application ofpowder metallurgy technology and superplastic forming

techniques to load-carrying structure, along with new thermoplastics,

carbon-carbon, and metal matrix materials, will also have significant benefit

for all classes ofmilitary and civilian supersonic aircraft. Additionally,

fault-tolerant computers that provide load alleviation and dynamic damping,

coupled with the cooler structure allowed by supersonic laminar flow, will

significantly reduce the aircraft weight per pound ofpayload as compared

with earlier supersonic transports.

The advent ofpowerful computer systems will allow the computation of

complex flows and the optimization of configurations that extend the regions

ofsupersonic laminar flow. A complete understanding and verification ofthe

potential for supersonic laminar flow is critical for sustained cruise speeds

that would allow both military and civil aircraft operations at triple the fuel

efficiency oftoday's supersonic technologies. Combined with other

supersonic advances, it can also substantially reduce the overpressures

contributing to sonic booms.

Creative integration ofthese technologies could provide the U.S. and its

Pacific allies with a transportation system linking farthest reaches ofthe area

in four to five hours, while providing the military with vitally needed mission

enhancements in basing, long-distance responsiveness, and survivability.

Transatmospherics Goal:

To Secure Future Options

Exploiting the growing convergence of aeronautics and space technology

U.S. aeronautics and space endeavors share in related constraints and

unexploited opportunities in the transatmospheric regime. The capability to

routinely cruise and maneuver into and out ofthe atmosphere, to gain rapid

responsiveness for low earth orbit missions (manned or unmanned), or to

attain very rapid transport services between earth destinations from

conventional runways must be viewed as aerospace options with global

importance for the future.

The importance ofthese capabilities to the U.S. must be underscored, since

all these possibilities are also open to foreign military or civil initiatives in

either aeronautics or space. The U.S. has largely viewed the transatmosphere

as a technical boundary ... used to define the separate responsibilities between

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U.S. aeronautics and space. This is a view foreign competitors may not hold,

since aeronautics and space technologies are rapidly converging.

This convergence makes it vital for the U.S. to establish a long-range goal for

understanding and better exploiting this important bridging regime. Increased

understanding ofthe transatmospheric environment and its relationship to

maneuvering vehicle requirements must be gained within the near term. This

knowledge will be highly significant to the selection of high-payoff

developments in propulsion, fuels, materials, system concepts, and other

areas which may influence future national options in space and/or

aeronautics.

Much ofthe flight vehicle technology base is expected to develop from the

progressive subsonic, supersonic, and hypersonic advancements in

aeronautics as well as from Space Shuttle experience. Follow-on

advancements in lightweight structural and thermal protection concepts

involving new materials systems, artificial intelligence advancements, and

blended body aerodynamics are also part ofthe progressive technology

development scenario. Hybrid air-breathing propulsion systems, the truly

pacing technology for conventional and routine operations from earth, are

now viewed as feasible over the long term. Major fuel system/propulsion

advancements may also be possible that would extend vehicle capabilities to

high earth orbit

The U.S. must seriously consider that the proliferation ofworld space

activities will eventually call for more conventional forms oftransport having

the earth-based flexibility possible with transatmospheric flight. There are

also very important future military options possible. The extreme altitude and

speed capabilities this technology makes possible could enhance military

survivability in lethal environments and provide flexible basing for global

range weapons delivery, reconnaissance, or space support missions.

Return to Table of Contents

REVITALIZATION STRATEGY

Ifthe vital goals outlined here are to be met, research momentum and

efficiency must be energized on a national scale. Toward that end, a strategy

is proposed that places primary emphasis on efforts that will revitalize the

nation's capacities for aeronautical innovation over the next decade.

Emphasize Basic Research and Technology

A broad-based national program ofbasic R&T must be supported and

sustained to produce the new concepts and ideas essential to technological

advancement. A continuous flow offundamental knowledge from both public

and private research is vital if new advances and breakthroughs are to occur.

Universities

Much ofthe nation's basic research, as well as the training ofscientific and

engineering manpower, is performed within the American university system.

A significant expansion ofindustry and government sponsorship ofbasic

research at the university level is needed to encourage and sustain the

important university contribution to America's knowledge and skill base. In

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particular, increased aeronautical research relationships between industry and

the university system will provide valuable impetus for overall aeronautical

momentum.

Government and Industry

On another level, highly important aeronautical programs are conducted

directly by government and private industry. Basic research and technology at

this level forms the bedrock for future technology progress. Government and

industry research furthers physical phenomena understandings and the

generic technology evolutions that lead to important new aeronautical

advances. A continuity of effort on all these fronts-government, industry, and

university-must be stressed to maximize the effects ofthis highly important

aspect oftranscentury revitalization.

Time Frame for Progress

A decisive trans-century momentum in national achievement must be

established within the next 10 years. This becomes patently clear in view of

the fact that only some 25 years elapsed between the DC-3 technology era

and the advent ofAmerica's first generation of commercial jet transports. By

all indications, future leaps in aeronautics technology will be achieved within

much shorter time frames. We can also anticipate, from past aeronautical

experience, that the acceleration oftechnology advancement will lead

American society into new frontiers of opportunity. America must be fully

prepared to take advantage ofthese opportunities.

Address the Issue of Affordability

Sustained preeminence will require both cost and technical superiority from

U.S. aeronautics. Affordability, or the cost of acquisition, is a major problem

confronting both military and civil aircraft programs today. The Committee

believes that cost will remain a major impediment to national progress and

competitiveness until more concrete steps toward solution are taken.

Partial solutions can be realized in the technologies directly affecting the

product level. Advanced manufacturing and product management concepts

are all-important in this respect, but partial solutions are not the answer.

Energizing the R&T Chain

Product costs are highly influenced by the degree of continuity and effort

employed at the early stages ofresearch and technology. The most critical

area is technology validation, the mid-phase in the R&T chain. This phase

takes potentials identified from basic research (the first phase) and advances

them into risk-acceptable readiness; the final phase then entails product

application and production. National policies and implementing procedures

that influence or direct technology have driven unintended barriers into this

critical midphase ofR&T, causing this vital link in the innovation chain for

aeronautics to be short-circuited.

There is no question that achieving technology validation and readiness of

high-payoffpotentials is the most costly and time-consuming aspect of

research and development. It requires more time and more money than many

persons in program advocacy positions are prepared to recognize or admit to.

In truth, significant accomplishment is required before specific system needs

are known or program commitments made. It is seldom fully recognized that

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production failures, program delays, or cost overruns may have been

preordained because the risks in critical technologies were not sufficiently

understood, and not reduced by appropriate feasibility demonstration

experiments, before program commitments were made.

Civil and Military Synergy

There are highly constructive synergies that can be brought into play to affect

affordability. For example, military advancements stress performance; on the

other hand, commercial developments tend to emphasize lowered production

costs, vehicle operating efficiency, and high availability with low

maintenance... all ofwhich are attributes vital to reducing military costs.

At the production level, the civil industry becomes crucially important,

because commercial endeavors provide both continuity and private sector

funding to sustain industrial innovation. The 15,000 companies supporting

both military and civil aircraft programs depend on civil work for about 80

percent oftheir aircraft production business. This close interrelation of civil

and military enterprise should be viewed and utilized as a strong positive

force for aeronautical progress and particularly for the achievement of

affordability.

Strategy for Improvement

To correct problems that have historically impeded technological

development, the following actions should be vigorously pursued:

- Federal contracting procedures should be restructured to reflect a greater

distinction between the procurement ofresearch and technology and the

procurement of hardware.

- Regulatory policy should encourage cooperative efforts for technology

developments among U.S. companies (as is now ongoing between U.S. and

offshore companies).

- Federal tax legislation should adequately stimulate private investment in

timely technology development.

- All branches ofthe Government with relevant oversight and/or management

responsibilities should strive to maintain the continuity ofresearch and

technology development activities.

The competitiveness offuture U.S. civil and military aircraft will call for all

these measures. But it will take more than aggressive government and

industry funding at the validation readiness level. It will require smart money

and cohesive policies to create dynamic and flexible capacity to exploit the

full circle ofsynergies that surrounds U.S. aeronautics.

Return to Table of Contents

SUMMARY

The Challenge for Preeminence

The Committee believes that the single most crucial challenge facing U.S.

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aeronautics is that much ofthe nation's leadership, both in government and in

industry, underestimates the depth offoreign aeronautical commitment and

resolve. U.S. preeminence can be maintained only by focusing a more

aggressive national effort on attainment ofthe proposed national goals for

aeronautical R&D. This U.S. strategy would simultaneously produce both a

strengthened defense capability and a position of clear-cut product superiority

in the international marketplace.

In the Committee's view, the question is not whether these advances will be

made... only when they will be achieved and by whom. The benefits are too

valuable to remain untapped by competitors and adversaries for long. At the

present time, the magnitude ofworld opportunity, and the extent of

technology readiness required to decisively exploit this richness, appear to be

largely underestimated in the policies and plans affecting U.S. aeronautics.

The Agenda for Achievement

The agenda for implementing these goals must create real national growth in

R&D. Technical plans must reflect this, and the agenda must also emphasize

the major issue for today-affordability. Traditional strengths can and must be

utilized more cohesively. Affordability should challenge U.S. aeronautics to

remove costly compartmentalizations from efforts that ready multi-use

technologies important to long-term national goals. We must reshape our

policies and procedures and posture our efforts toward working more

effectively, ifthe nation is to compete more decisively. National affordability

should again challenge U.S. aeronautics with the hard fact that military

affordability is implicitly linked to the vitality of civil exploitations of

technology. In view ofthis, and in the face of high payoffs and growing

dual-use trends, the massive control of critical technologies must be

questioned.

The greatest challenge confronting the American realization ofthe potentials

implicit within these goals may be that ofredirecting the force ofAmerican

will into specific, cohesive, and bold steps toward the future.

Return to Table of Contents

AMERICAN POLICY REVIEW COMMITTEE

John E. Steiner, Chairman

Harold D. Altis, Executive Vice President, McDonnell Aircraft Company

John Boppart, Vice President of Engineering, Garrett Turbine Engine

Company

Crawford F. Brubaker, Deputy Asst. Secretary for Aerospace, Department of

Commerce

Raymond S. Colladay, Deputy Associate Administrator for, Aeronautics &

Space Technology, NASA

Robert S. Cooper, Director, Defense Advanced Research, Projects

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Agency-DoD

Thomas D. Cooper, Assistant Secretary ofthe Air Force for Research,

Development, and Logistics

Eugene E. Covert, Director, Gas Turbine and Plasma Dynamics Laboratory,

MIT

J. Roger Fleming, Vice President, Operations, Air Transport Association

Bastian Hello, President, North American Aircraft Operations, Rockwell

International

Charles B. Husick, Senior Vice President, Fairchild Industries

James N. Krebs, Vice President, Technology and Management Assessment,

General Electric Company

Walter S. Luffsey, Associate Administrator for, Aviation Standards - FAA

Robert R. Lynn, Senior Vice President ofResearch and Engineering, Bell

Helicopter Textron

Robert B. Ormsby, President, Lockheed Aeronautical Systems Group

John M. Swihart, Vice President, Government Technical Liaison, The Boeing

Company, OSTP

Maurice A. Roesch, III, Assistant Director, National Security and Space

Robert T. Williams, Executive Secretary

Executive Office ofthe President

Office of Science and Technology Policy

Washington, D.C. 20500

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