July 2012 

NASA/TM–2012-217592 

LaRC 20-Year Center Revitalization Plan 

Cathy H. Mangum, Charles E. Harris, Cheryl L. Allen, Stephen Craft, Drew J. Hope, 

Jerome T. Kegelman, Michael D. Mastaler, and Erik S. Weiser 

Langley Research Center, Hampton, Virginia 
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July 2012 

NASA/TM–2012-217592 

LaRC 20-Year Center Revitalization Plan 

Cathy H. Mangum, Charles E. Harris, Cheryl L. Allen, Stephen Craft, Drew J. Hope, 

Jerome T. Kegelman, Michael D. Mastaler, and Erik S. Weiser 

Langley Research Center, Hampton, Virginia 
Available from: 

NASA Center for AeroSpace Information 

7115 Standard Drive 

Hanover, MD 21076-1320 

443-757-5802 
1

LaRC 20-Year Center Revitalization Plan

The final report of the Vibrant!Transformation!to!Advance!Langley (ViTAL) Team

Cathy H. Mangum, LaRC Chief Information Officer

Charles E. Harris, Director, Research Directorate

Cheryl L. Allen, Center Operations Directorate

Stephen Craft, Strategic Relationships Office

Drew J. Hope, Engineering Directorate

Jerome T. Kegelman, Ground Facilities and Testing Directorate

Michael D. Mastaler, Center Operations Directorate

Erik S. Weiser, Research Directorate

July 31, 2012
2

Table of Contents

Executive Summary

1.0 Introduction

1.1 Background

1.2 Thoughts about the future work environment

1.3 Agency infrastructure revitalization strategic goals and objectives 

1.4 Strategic Approach to developing the Center revitalization plan

1.5 References

2.0 Development of an Integrated Facility and Laboratory Strategy: A Framework for 

Decision-Making about the future Center infrastructure

2.1 Introduction

2.2 LaRC infrastructure asset groupings

2.3 Langley Values and revitalization planning Figures of Merit:

2.4 Some useful definitions and differentiators

2.4.1 Working definitions 

2.4.2 Experimental Research versus Engineering Development Testing

2.5 Mission Relevance

2.5.1 Near-term Mission Relevance (the next 5-10 years)

2.5.2 Long-term trends will affect future mission relevance (10-20 years, and beyond)

2.6 Integrated strategy: the decision-making framework

2.7 Summary

2.8 References

3.0 Revitalization Projects

3.1 Introduction

3.2 New Town 1 – Langley Headquarters Building 

3.2.1 Project Overview

3.3 New Town 2 – Integrated Engineering Services Building 

3.3.1 Project Overview

3.3.2 Construction

3.3.3 Demolition

3.4 B1247 Wind Tunnel Facility Projects 

3.4.1 Project overview

3.4.2 20 Inch Supersonic Wind Tunnel (Upgrade)

3.4.3 Supersonic Low Disturbance Tunnel (Upgrade)

3.4.4 Mach 6 Quiet Tunnel (Renovation)

3.4.5 Hypersonic, High Reynolds Number Tunnel (repurposing the Mach 8 VDT)

3.4.6 Multi-Gas Hypersonic Aerodynamic Tunnel (proposed)

3.4.7 Arc Heated Scramjet Test Facility Upgrade

3.4.8 Small Anechoic Jet Facility

3.5 Rehab B1230 
3

3.5.1 Project Overview

3.6 Upgrades to Compressor Station and Electrical Distribution Infrastructure 

3.6.1 Project Overview

3.6.2 Compressor Station

3.6.3 Electrical Distribution Infrastructure

3.7 New Town 3 – Measurement Sciences Laboratory 

3.7.1 Project Overview

3.7.2 New Town 3 Building Construction Phase 

3.7.2.1 Building 3 Overview

3.7.2.2 Construction

3.7.2.4 Demolition

3.7.3 Measurement Sciences Facilities Upgrades 

3.7.3.1 Experimental Test Range – B1299F Renovation

3.7.3.2 EMI/EMC – Relocation to B1250

3.7.3.3 HIRF and SAFETI lab Relocation to NT3

3.7.3.4 AIRSTAR and MOS to B1244

3.8 Data Center and High Density Office Space – B1194 

3.8.1 Project Overview

3.9 New Town 4 – A. Materials/Nanotechnology Research Laboratory and B. Flight 

Dynamics Laboratory 

3.9.1 Project Overview

3.9.2 Future plans for the structures and materials assets

3.9.3 New Town 4A Overview – Material/Nanotechnology Research Laboratory 

3.9.4 New Town 4B Overview – Flight Dynamics Laboratory 

3.10 New Town 5 – Flow Physics Research Laboratory 

3.10.1 Project Overview

3.11 New Town 6 – Integrated Systems Development 

3.11.1 Project Overview

3.12 Center Map: current and after Revitalization 

3.13 Summary

3.13.3 Future plans for the LaRC Wind Tunnels

3.13.2 Disposition of the Key Decision Points (see KDPs in Appendix 1.)

4.0 Implementation 

4.1 Management Process 

4.2 Budget

4.3 Space Utilization Plan 

4.4 Logistics – Center Storage Plan 

4.5 Integrated Center Maintenance Plan 

4.6 Environmental Management, Integration and Requirements 

4.7 Integrated Master Schedule

4.8 Status of Implementation

Appendix A: Integrated Strategy for LaRC Facilities and Laboratories
4

Executive Summary

For nearly 100 years Langley has made significant contributions to the Aeronautics, Space 

Exploration, and Earth Science missions through research, technology, and engineering core 

competencies in aerosciences, structures and materials, characterization of Earth and planetary 

atmospheres, aerospace systems analysis, and more recently, in technologies associated with 

planetary entry, descent, and landing. An unfortunate but inevitable outcome of this rich history 

is an aging infrastructure where the longest serving building is close to 80 years old and the 

average building age is 44 years old. In the current environment, the continued operation and 

maintenance of this aging and often inefficient infrastructure presents a real challenge to the 

Center and the Agency in the trade space of sustaining infrastructure versus investing in future 

capabilities.

For several years now, NASA and LaRC have been encouraged by the Executive (Office of 

Management and Budget) and Legislative (Congress) Branches of the federal government to 

reduce infrastructure costs. Most recently, Congress reinforced this position with language in the 

NASA Authorization Act of 2010 stating that NASA was, “...holding onto facilities and 

capabilities scaled to another era.” Further, the NASA guidance for formulating the FY14 budget 

specifically states infrastructure reduction goals: 1) continue implementation of Agency Facility 

Strategy to renew and sustain its capabilities in fewer, more efficient facilities; 2) reduce facility 

operating costs by 2% in FY14 ranging to 10% by FY18 through cost-effective closure, energy 

efficient improvements, and other means through the Technical Capabilities Forum (NTC); and 

3) discontinue any capability for which the Agency has no projected use during FY14-18 unless 

the Administrator decides otherwise and unused or excess capabilities where suitable alternatives 

exist. 

To address these issues, LaRC developed and has begun to implement a major 20-year 

revitalization strategy which includes six new, state-of-the-art facilities, renovation of critical 

infrastructure, and demolition of non-essential assets all of which enable LaRC to respond to the 

strategic and infrastructure challenges of the Agency while making the Center more efficient to 

operate. Execution of this 20-year revitalization strategy will result in over $100M in 

maintenance and utility (M&U) savings (over the 20-year period), a deferred maintenance (DM) 

reduction in excess of $135M, and the elimination of 1.21M sq. ft. of space with an associated 

CRV of approximately $1.1B. The M&U savings can then be applied to critical assets that are 

currently underfunded. In addition to the proposed new construction, the strategy identifies 

twelve facilities for various degrees of renovation and repurposing. 

The successful implementation of the center 20-year revitalization plan requires funding 

from multiple sources; but primarily, the annual construction of facilities (CoF) and 

recapitalization (Recap) appropriations from Congress will be required to support the timely 

execution of the plan. LaRC has strategically developed a plan that fits within our reasonable 

expectations of funds from the CoF and Recap programs. Finally, the 20-year revitalization plan 

has been institutionalized in the center and agency Master Plan.
5

1.0 Introduction

During 2011-2012, NASA Langley Research Center (LaRC or Langley) developed a 

strategic plan to revitalize the center infrastructure. The strategic plan is founded on two 

essential tenets that the center infrastructure will enable the center workforce to execute the 

future NASA mission and place the center on a sustainable path forward. The future work of the 

center is anchored by the current NASA strategic plan which includes long-term mission goals 

and objectives and the associated near-term program of record. The goals for a sustainable 

infrastructure are based on a two-part cost-of-ownership model including: (1) yearly operational 

costs that do not escalate over time incompatible with a constrained or flat agency budget, and 

(2) avoids an increasing deferred maintenance burden that could jeopardize mission execution 

over time. The LaRC 20-year Revitalization Plan includes six new, state-of-the-art facilities, 

renovation of critical infrastructure, and demolition of non-essential assets all of which enable 

LaRC to respond to the strategic and infrastructure challenges of the Agency while making the 

Center more efficient to operate. In addition to the proposed new construction, the strategy 

identifies twelve facilities for various degrees of renovation and repurposing. The strategy and 

details of the plan are documented in this report.

1.1 Background

The Langley Research Center (LaRC or Langley) was founded in 1917 by the National 

Advisory Committee for Aeronautics (NACA) and in 1958 became a field center in the newly 

formed National Aeronautics and Space Administration (NASA). For nearly a century, LaRC

has pioneered research and developed innovative technologies in support of NASA missions in

Aeronautics, Space Exploration, and Earth Science. All aircraft developed in the United States 

have benefitted from the analytical and experimental work done by the researchers and engineers 

at LaRC utilizing a complete suite of wind tunnels that span the speed regime from subsonic to 

hypersonic, novel materials and structures, and flight research systems. New instrument systems 

for measuring and characterizing the Earth’s atmosphere were created from breakthroughs in the 

laboratory and developed into fully-operational, space-based instruments. The ability to work

across the complete spectrum from basic research to systems applications gives the center a 

proven history of developing and integrating technologies into flight systems. However, a 

significant portion of the infrastructure and buildings necessary to meet future mission and 
6

program milestones are aging, inefficient, and often unreliable; and, at this point, LaRC’s longest 

serving building is nearly 80 years old and the average building age is 44 years old. Currently, 

approximately 50% of LaRC’s buildings are over 50 years old! See Figure 1. This trend in 

aging infrastructure is not unique to LaRC or NASA, as numerous other government installations 

across the United States have assets that were constructed in the post-World War II cold war era

of the 1950’s and 60’s. The three key drivers for the LaRC revitalization strategy and 

implementation plan are (1) readiness to execute future NASA missions, (2) adaptable to 

evolving mission and programmatic requirements, and (3) accommodating of societal trends and 

technological improvements.

Figure 1, Number of LaRC buildings over 50 years old, as of 2008

For several years now, NASA and LaRC have been encouraged by both the Executive

and Legislative branches of the federal government to reduce infrastructure costs. Most recently, 

Congress reinforced this position with language in the NASA Authorization Act of 2010 stating 

that NASA was, “...holding onto facilities and capabilities scaled to another era.”1 The aging 

infrastructure, the push to consolidate, and the continuing budget challenges have created an 

environment where meeting Agency mission goals and objectives have become more difficult

and costly. The National Research Council’s Committee on the Assessment of NASA 

Laboratory Capabilities noted in their 2010 report, “Many researchers expressed the belief that 

NASA will not be able to maintain its core capabilities let alone to develop them.”2 Additionally, 

the Office of the Inspector General recently released a report3 on the NASA infrastructure and 

facilities stating: “NASA is the ninth largest Federal Government property holder, with real 

property holdings of more than 100,000 acres and approximately 5,000 buildings and other 

structures encompassing more than 44 million square feet. NASA’s property holdings are located 
7

throughout the world and include commercial office buildings, warehouses, test stands, 

laboratories, wind tunnels, launch pads, antenna arrays, airfields, roads, and utilities. In total, the 

assets represent more than $26.4 billion in current replacement value. However, 80 percent of 

NASA’s facilities are 40 or more years old and many are in need of repair and refurbishment. At 

the same time, the Agency is undergoing considerable changes in mission focus, with the Space 

Shuttle Program ending after 39 years. Accordingly, NASA will have to make some difficult 

decisions to evolve toward the most efficient facility structure for its future. The Agency’s aging 

infrastructure has been identified by NASA, the Office of Inspector General (OIG), the 

Government Accountability Office (GAO), and Congress as a top challenge for the Agency for 

nearly a decade. In the NASA Authorization Act of 2010, Congress directed the Agency to 

complete an Institutional Requirements Study examining its assets and identifying a strategy

for moving forward.” 

In response to growing concerns, LaRC leadership decided to expedite previous plans to 

address aging infrastructure through a repair-by-replacement program called New Town and

extended the plan to include all major center assets. The result of this action is a comprehensive

20-Year Center Revitalization Plan. The overarching goal of this plan is to sustain or enhance 

the Center’s core capabilities through repair-by-replacement or rehabilitating existing buildings 

based on a credible business case. The goals included reducing the footprint of the Center, 

incorporating a healthy, pedestrian-friendly environment similar to a college campus, and 

transforming the remaining infrastructure to be energy efficient, sustainable, and adaptable to 

changing mission and societal needs. These goals are fundamental to ensuring that Langley 

remains a critical research and development Center for the NASA and the Nation well into the 

21st Century. Langley’s value to the Nation is the repository of highly specialized knowledge

(core competencies) and the ability to develop mission-enabling technology provided through the 

breadth and depth of our core competencies in: aerosciences [flight sciences]; structures and 

materials; systems analysis; characterization of [planetary] atmospheres; and entry, descent, and 

landing; coupled with systems engineering to provide multi-disciplinary integrated solutions. 

These core competencies are used as a focal point to answer the grand challenges underlying 

NASA’s missions in Aeronautics, Human Exploration and Operations, Science, and Space 

Technology. Langley maintains a diversified portfolio across these primary NASA missions by 

successfully leveraging our multidisciplinary capabilities to maximize leadership and 

contributions to the Agency missions, Figure 2. Coupled with the Langley core competencies is

the Center’s ability to collaborate with external partners in industry, universities, and other 

Government agencies. These partnerships enhance our mission output and continually create 

and incubate new ideas and concepts. They can supplement Agency programs and projects, 

drive innovations and develop advanced technologies. The Center infrastructure is central to this 

value proposition, and the revitalization of the infrastructure is critical to sustaining and growing 

Langley’s portfolio.
8

Figure 2. Future NASA Missions: extend and sustain human activity across the solar system, 

expand scientific understanding of the earth and the universe in which we live, and advance

aeronautics research for societal benefit

Langley’s revitalization strategy embraces our heritage while enhancing prospects for future 

missions. Being mindful of expected societal changes, establishing a healthy and stimulating 

work environment, and providing suitable and effective tools will be keys to attracting brilliant 

young professionals to support the Langley of 2050. Future NASA missions, as illustrated 

notionally in Figure 2, will be achieved by advances in collaborative computational modeling 

and technology development across each Langley core competency. Improvements in 

information technology, with extreme connectivity, will enable Langley to work with a far 

greater number of external and international partners. Virtual presence and improvements in 

modeling techniques and information processing will combine with a greater societal ability to 

leverage research and engineering tools for accelerated worldwide technology development.

Meeting these challenges and continuing to remain a preeminent research and development 

center through the year 2050 and beyond will require building advanced, flexible, and 

sustainable research and development facilities. These facilities will require state-of-the-art 

equipment and an interconnected information technology infrastructure to execute the future 

NASA mission and to attract, retain, and promote the brightest minds necessary to create the 

future.
9

1.2 Thoughts about the future work environment

The world is changing in many profound ways that will affect both the future mission of 

NASA LaRC and the way people will work in the future. It has been clear for some time now 

that the information technology revolution and the less mature nanotechnology and 

biotechnology revolutions are having profound societal implications. These revolutions,

sometimes thought of as mega-trends, all have common elements centered around advanced 

computational modeling of small scale physics. Whether it is nanotechnology, biotechnology,

information technology with the associated computational technology, all of these megatrends 

are converging on science at the very small scale where it is profoundly important to consider the 

quantum effects at play with physics at that scale. In contrast to these trends, much of the 

classical engineering standard practices are based on Newtonian physics and the first principles 

are modeled using concepts of continuum mechanics. We expect over the next several decades 

that our current incomplete physics-based continuum models and the growing modeling and 

simulation capability will continue to mature and eventually be rendered to the engineering 

standard practices. These two off-setting trends, perhaps best thought of as the maturation of the 

current technology development “s-curve” and the advent of a new s-curve, will greatly affect 

the long-term nature of the work LaRC will be conducting and the facilities, laboratories, and 

computational infrastructure (tools) that will be essential to executing this future NASA mission. 

Rapid technology advances are happening all around us today. Whether we look back over a 

few years or many decades, we find evidence of the accelerating pace of technology 

development. NASA must not stand by and watch these changes, but rather, NASA needs to 

proactively embrace the new scientific and technology trends. There are six developments that 

are undeniably changing the nature of the work we do and essence of how we do this work. 

These are described below.

Advances in Computer capability and Computational Modeling and Simulation

Just 25 years ago in the late 1980’s, IBM PCs were becoming common, and the Macintosh 

was just introduced, which included an 8 MHZ 16-bit Processor and a 40MByte Hard Drive. 

During this time frame, a 32-bit MicroVAX was all the rage in laboratory computing. Now, 

the current version of a Macintosh is 20,000 times faster, with 10,000 times the storage 

capacity. Progress in computer capability over the past 50 years is characterized by Moore’s 

Law which observed that computer capability is doubling every 18 months. This trend is not 

yet fully exhausted; and in the not too distant future, we may also harness the promise of 

cloud computing, quantum computing, and advanced machine intelligence. We are 

simultaneously experiencing a rapid maturation of our physics-based design tools and the 

affordable and ever-faster computing capacity for the application of those tools to complex 

problems. These tools include, but are not limited to, flow physics, flight dynamics, celestial 

mechanics, structures and materials, thermodynamics, electromagnetic, and airspace system 

infrastructure. Most physics-based engineering tools are based on the principles of classical 

(Newtonian) physics and loosely the general theory of relativity, but not on quantum theory. 

These engineering tools are rapidly maturing and the leading edge of research is now 

quantum mechanics, multi-scale and multi-physics modeling, and higher order methods for 

advanced numerical methods and algorithm development. In the not too distant future, 

integrated, system-level, multidisciplinary modeling and simulation (ModSim) capability will 

allow full flight simulation and may eventually replace the current test-based flight system 
10

design/development standard practice. The 21st Century Laboratory will be an environment, 

both physically and virtually, where these tools are advanced, integrated, validated, and 

applied to problems of significance to the Agency.

Advances in Materials Science

Recent advances in materials science, specifically advances in nanotechnology, hold the 

promise of changing everything we know and do with respect to composition, design, and 

manufacturing of materials. These materials, already under development, have the promise 

of increasing strength-to-weight ratios an order of magnitude or greater than current steel and 

aluminum alloys in common use today and exhibit orders of magnitude increase in electrical 

and thermal conductivity when compared to conventional metallic materials. And perhaps 

more importantly, these materials can be designed to optimize unique combinations of

multifunctional properties thus leading to the development of innovative new products. As 

this technology is just beginning to blossom, materials design at the quantum/atomic level 

(materials genomics) and revolutionary additive manufacturing methods (molecular 

manufacturing and 3-D printing) are identified as a national grand challenge.

Advances in Automation

With the synergistic integration of advancement in computational capability, material 

sciences, and biological sciences, the rapidly advancing field of automation will profoundly 

affect the nature of our future mission and the way we will be executing it. For example, the 

future vision of autonomous vehicles enabling human transportation is no longer the domain 

of the science fiction writers. Likewise, our ability to conduct expansive robotic space 

science missions is improving with every generation of autonomous and interactive 

technologies. In other domains, automation is affecting many traditional jobs in industrial 

manufacturing and the distribution of goods and services resulting in increased productivity 

and reduced operational costs. These trends will continue as wireless communications 

improve, computers continue to increase in capability, and automated systems decrease in 

size and energy requirements. Imagine a center where the physical infrastructure could be 

accessed remotely from any geographic location and our scientist and engineers could 

interact as if they were co-located at the site of the facility in use. Such capability now exists 

in many specialized fields and will replace our industrial-age ground test facilities and 

research laboratories. 

Changes in World Demographics

There are undeniable changes in world demographics that are having a profound influence on 

our world, as in the advances made in China and India. India has about 1/6th of the world's 

population, while it has only 2.4 percent of the world's land area. China is the world’s largest 

population, with about 1.34 billion people according to the 2010 census. It is profoundly 

clear that the burgeoning middle classes of these two countries are beginning to represent a 

significant change in the global economy. Both India and China have a growing middle class 

population that will far exceed the US, with even a small fraction of their populations 

achieving ‘middle class’ status. While the United States graduates 70,000 engineers, India 

graduates 450,000 and China graduates 700,000 engineers. It is clear that such trends in 

global demographics will continue to progress as more and more ‘under-developed’ countries 

successfully enter the global marketplace.
11

Changes in the consumption of energy

With the emergence of the global concern for the environment, green efforts will continue to 

grow. With growing concerns over the environment and climate change, what will this mean 

for NASA’s laboratories? NASA has already made contributions to our understanding of 

global greenhouse gas emissions, global pollution, water supply purity and global 

agricultural activity. Our research and space-based science instruments are beginning to 

generate the data describing the earth’s radiation budget and the effects of clouds and 

aerosols on our environment. Questions about how the worldwide growing dependence on 

energy from fossil fuels will affect our climate and our standard of living must be a 

consideration in any long-term strategic plan for the agency mission as well as the 

revitalization of the center infrastructure. 

Innovations in Innovating

We are also experiencing significant innovation of the innovation process itself, leading to 

much shorter times between the development of new technologies and their appearance in 

engineered solutions. The 21st Century innovation process requires a new model for the 

relationship between the research and technology development process and the innovation 

process. The 21st Century Laboratory must be adept at cultivating such new relationships 

with innovators in order to remain relevant and viable. This change, as with all of these 

changes, is closely interwoven with the great increase in communication courtesy of the 

internet. In! addition,! the! accelerating! advances! in! science! are! being! fuelled! by! the!

massive! increase! in! information! that! is! readily! available! to! anyone,! as! well! as! the!

intense!interactive!communications!among!collaborators.!

One of the most profound implications of the information technology revolution is the impact 

on society. The growing use of technology-enabled social networks is beginning to change how 

people interact and these changes are beginning to impact the work environment. How will these 

societal changes influence how work will be defined, organized, and executed in the future? 

Not only are people in many professions beginning to telework occasionally, entire corporations 

are being reinvented without traditional bricks-and-mortar office infrastructure and teleworking 

is a requirement for employment. Further, there are many examples of highly networked 

organizations conducting work on a 24/7 basis using a worldwide, geographically dispersed 

workforce.

Terms like teleworking, telecommuting, hoteling, and hot-desking are all used to refer to work 

done outside of the traditional on-site work environment. Alternate work strategies are important 

to meeting future mission requirements, attracting the next generation of workforce, and 

reducing infrastructure costs. Although small now, the percentage of federal employees taking 

advantage of alternative work arrangements is rising. Surprisingly, 61% of federal employees 

are considered eligible for telecommuting, and only 5.2% do on a regular basis. Federal budget 

pressures and government mandates for the federal workforce, including the Telecommute Act4

, 

emphasize sustainability, continuity of operations, shrinking technology replacement cycles, and 

cloud computing as primary drivers of change.
12

According to several surveys, benefits to the employer include an average 27% increase in 

productivity on telecommuting days due to fewer interruptions and wasted time in meetings. 

Adapting alternative work arrangements will also allow Langley to broaden the geographic talent 

pool. Flexible work hours enable a better work life balance, improved morale, and added job 

satisfaction. Behaviors and best practices developed through telecommuting will help Langley 

engage in additional worldwide collaboration in research and engineering. Advantages for 

employees include a greater ability to concentrate, more time to spend with family due to 

reduced travel times and less auto maintenance and fuel costs. For example, the average 

commute to Langley is 14.3 miles each way. Assuming an individual telecommutes two days 

per week, the average savings for fuel cost amounts to approximately $500 per year.

Looking forward, workforce and workplace flexibility will be an important component of 

Langley’s strategy. The megatrends briefly discussed above have the potential to greatly affect 

how we conduct the NASA mission in the future. Indeed, these trends when extrapolated well 

into the future raise profound questions of what is the definition of a field center and will we 

need a dedicated co-located workforce on-site, as is our current organizational/operational 

model. While much of this speculation will perhaps become the rubric for defining the future 

center after the next center, we expect to experience continued emphasis on operational cost 

containment, reducing the footprint, reducing resource consumption, and recognizing the needs 

of the emerging next generation tech-savvy labor force, with some elements of the workforce 

contributing to our mission from geographically dispersed locations. These expectations give 

rise to guiding principles that shaped the center 20-year revitalization plan.

1.3 Agency infrastructure revitalization strategic goals and objectives

To address the growing concern over the state of the infrastructure, NASA recently published 

an Agency Master Plan that was submitted to Congress in March 20125

. This plan provides 

guidance to NASA field centers for reducing the cost of ownership of its infrastructure and 

reducing the associated yearly operational costs. These goals and objectives are specific for 

Current Replacement Value (CRV) and energy and water consumption. The guideline for CRV 

implies a change to the center’s foot print. For Langley’s CRV, the goal is to reduce from the 

2008 baseline of $3.3B, and the objectives are to reduce 10% by 2020 and 15% by 2055 (by the 

Agency’s “Slow and Steady” recapitalization model). In addition, the agency has set a “mission 

readiness” goal, defined as assets less than 40 years old, of 62% under 40 years by 2055. (Recall 

that 80% of the current agency assets exceeds their 40 year design life.) For energy 

consumption, the goal is to reduce from the 2003 baseline of 126,000 British Thermal Units per 

Gross Square Feet (BTU/GSF) by 30% in 2015 in Goal Subject Buildings.6 For water 

consumption, the goal is to reduce from the 2007 baseline of 46 gallons/GSF by 16% by 2015.7

 

Perhaps the hardest specific Agency objective for Langley to address is to increase the utilization 

of Renewable Source Energy to 7.5% by 2015.8 Langley will attempt to meet this objective 

through the continued purchase of renewable energy credits, by operating a photovoltaic field to 

supply energy to meet the needs of the Langley Badge and Pass Office, and by implementing 

renewable energy systems into the New Town buildings such as geothermal wells and 

photovoltaic fields. Finally, the agency has not assigned a specific goal for reducing deferred 

maintenance (DM). However, Langley’s DM has risen from about $150M to about $280M in 

the past decade. With the recent building demolitions, the DM has reduced to just under $250M 
13

but will continue to rise unless decisive actions are taken regarding our remaining infrastructure. 

The goal of the 20-Year Revitalization Plan is a sustainable infrastructure, meaning the DM 

remains level over time as new assets replace old assets and aging buildings are demolished.

The implied goal to reduce foot print is coupled with the reduction in CRV. Although there is 

not a specific objective, Langley has demolished 400,000 GSF since 2005 and is on track to 

reduce by 1,065,000 GSF through 2023. This amount is more than 25% of the approximately 

3,700,000 GSF Langley had in 2005. More recently, the HQ guidance to field centers, expressed 

in the form of expectations, is that the repair-by-replacement model should accommodate a 2 

square foot reduction in foot print for every 1 square foot of new building space. So the CRV 

reduction goal, the utility consumption reduction goals, and the two-for-one expectation for 

new infrastructure form the basis of the goals and objectives to be achieved by the LaRC 20-

Year Revitalization Plan. The explicit benefit of reducing consumption and foot print is a 

decrease to the operations and maintenance cost burden the infrastructure places on the Center. 

The implicit benefit of these reductions will be a greater likelihood the Center will be able to 

invest in the new technical capability and skills required for the future.

The details of the center plan for infrastructure stewardship, both near-term and long-term, are 

documented in the Center Master Facility Plan. The Center Master Facility Plan provides a 

comprehensive presentation of how assets relate to the technical mission, provides for the 

sustainable development of the Center and its facilities and infrastructure, and integrates with 

and supports the Center's planning and budgeting processes. Oversight for the Center Master 

Facility Plan is provided by the Center Director and NASA HQ. The Center Master Facility Plan 

reflects and implements the Agency's strategic infrastructure objectives to sustain the ability to 

meet current and future mission requirements; accommodate technical capabilities in fewer, 

more efficient and cost-effective facilities; implement the "slow and steady" recapitalization 

model and reduced CRV. Implicit to the recapitalization model is a requirement to reduce 

facility inventory without any reduction in technical capability. The Center Master Facility Plan 

also focuses on the overall reliability of the facilities and the ever-increasing operational and 

maintenance costs required to sustain an acceptable level of readiness. 

1.4 Strategic Approach to developing the Center revitalization plan

To enable the development of a comprehensive, integrated, center revitalization plan, LaRC 

first enlisted the help of subject matter experts from all core competencies within the center to 

develop a comprehensive future technical vision of the likely work to be executed by LaRC as 

part of the agency mission. With this long-term technical vision as a guide, these teams of 

discipline experts identified the critical workforce skills and physical infrastructure deemed to be 

essential to execute the future agency mission. A centerwide team, named ViTAL (Vibrant 

Transformation to Advance Langley), was then commissioned to integrate the finding of these 

discipline teams into a long-term center revitalization plan according to the infrastructure

guidance provided from the agency, Section 1.3 above. The resulting comprehensive 20-Year 

Center revitalization plan was incorporated into the official Center Master Facility Plan, thus 

institutionalizing the long-term center physical infrastructure strategy. It is expected that the 

Center Master Facility Plan will be updated periodically as details of the revitalization plan 

change to adapt to significant future developments.
14

The center’s future technical vision is anchored by the current NASA Strategic Plan9 and 

several additional national strategic documents such as the Office of Chief Technologist’s 

Technology Road Maps10, Earth and Planetary Science Decadal Surveys11

, and the National 

Aeronautics Research and Development Policy and Plan12. Using these documents and other 

sources of information, the discipline teams developed strategic plans for the next 20+ years. 

The reference documents provide general goals and objectives about the long-term mission of 

the agency. However, beyond the next 10 years, the visioning work becomes quite speculative. 

The teams were pushed to think both about evolutionary progress within their disciplines and to 

also consider the possibility of “orthogonal” breakthroughs in science and technology that could 

result in profound changes to how we will conceive and execute the future agency mission. This 

technical vision of the future provides an answer to the question, “what will we be doing in the 

future to execute the NASA mission?” Providing a reasonable answer to this fundamental 

question of “what will we be doing” is essential guidance for strategic planning and necessary to 

then address the associated question of “how will we do it”. Once the technical vision of the 

future was established as the baseline, new teams with specialized experimental domain 

knowledge were then charged with defining the infrastructure tools needed to execute the work, 

including major ground test facilities, research laboratories, computational infrastructure, and the 

supporting horizontal (utilities) infrastructure. In order to push these teams beyond their 

traditional view of the center, the teams were required to answer the following questions about 

their specified infrastructure requirements:

1. What is the comprehensive story that answers the following “why” questions?

• Why do we need this capability, ie., why is it essential? What outcomes will this

experimental capability enable? 

• Why should we advocate for new capability, what gap in current capability does it 

address? 

• Why should we close an existing capability or combine existing facility/labs?

2. If we do not have all the essential experimental capability at the center, could we partner with 

other NASA centers, other governmental organizations, industry, or academia and use their

existing facilities? 

3. If we divest of an existing facility/laboratory, does it diminish the center’s integrated end-toend research, technology, and engineering development capability?

Several of the more significant overarching findings from these future visioning studies are: (1) 

Langley’s unique value proposition is built on its 5 core competencies which form an integrated, 

end-to-end research and engineering capability that spans across the complete TRL scale from 

concept-to-flight, and from ideation-to-mission management. This integrated capability is 

strategically important to NASA as it will enable the development and application of innovative 

technologies to meet the unique requirements of the one-of-a-kind engineering and mission 

projects executed by the agency. (2) Experimental facilities and laboratories will remain an 

essential element of the core capability required to conduct leading edge research and to develop 

system level technology to enable NASA’s future missions. (3) Large-scale ground test facilities

will continue to be required at least in the near-term for integrated flight systems

design/development, processing and qualification. (4) Greater investments in computational 

infrastructure and improvements in first-principles modeling and simulation techniques will 
15

allow Langley to significantly reduce the amount of testing required for flight system

development in the long-term. And (5), the potential for increased virtual presence will allow for 

a greater level of remote testing and international collaboration. These five key findings formed 

the overarching principles that guided the development of the 20-Year Center Revitalization 

plan. Beginning with Chapter two the complete details of the revitalization plan will be 

described along with the decision-making process that was employed to identify future facility 

and laboratory requirements and to disposition every current physical asset in the center 

inventory. Please note that Appendix A contains a description of each Langley facility or 

laboratory cross-referenced to the building number.

1.5 References

1. NASA Authorization Act of 2010, 111th Congress, Section 1101, Public Law 111-267, 

October 2010.

2. Best, J. T., Reagan, J. B., et al, Capabilities for the Future: An Assessment of NASA 

Laboratories for Basic Research, Committee on the Assessment of NASA Laboratory 

Capabilities. The National Academies Press. Washington D.C. 2010. Pg. 67-76.

3. “NASA Infrastructure and Facilities: Assessment of Data Used to Manage Real Property 

Assets”, Office of the Inspector General, Report No. IG-11-024, August 4, 2001

4. Telework! Enhancement! Act! of! 2010,! 111th Congress,! Public! Law! 111K292,! December!

2010.!

5. Agency!Master!Plan,!March!2012.

6. National Energy Conservation Policy Act, United States Code (Fully Amended) Title 42, 

1978.

7. Executive Order No. 13423, 3 C.F.R. 298, Strengthening Federal Environmental, Energy, 

and Transportation Management, January 2007.

8. Executive Order No. 13514, 3 C.F.R. 298, Federal Leadership in Environmental, Energy, 

and Economic Performance, October 2009.

9. NASA Strategic Plan, 2010.

10. NASA Office of the Chief Technologist Space Technology Road Maps, 

http://www.nasa.gov/offices/oct/home/roadmaps/index.html.

11. Squyres, S. “Vision and Voyages for Planetary Science in the Decade 2013 – 2022,” 42nd

Lunar and Planetary Science Conference, Houston, Texas, 2011.

12. Executive Order No. 13419, 3 C.F.R. 298, National Aeronautics Research and Development, 

December 2006.
16

2.0 Development!of!an!Integrated!Facility!and

Laboratory!Strategy:!A!Framework!for!Decision@Making

about the!future!Center!infrastructure

2.1 Introduction

At the outset of the development of the center revitalization plan, it was recognized that LaRC 

needed an integrated strategy that provided a coherent framework for future decision-making. 

To be comprehensive, the strategy needs to address the future requirements and disposition of all 

current facilities, laboratories, and office buildings on center; capture the requirements for the 

new capabilities required to execute the future agency mission; and integrate this capability with 

the supporting infrastructure which includes water, electrical, and steam utilities, special 

capability such as the compressor station that provide high pressure air to most center wind 

tunnels, and the compute infrastructure which underpins all current center activities and is 

trending to ever increasing importance going forward. And as discussed in the introductory 

section 1.4, the integrated strategy must be anchored by the future technical vision of what and 

how LaRC will execute the future agency mission. To achieve the integrated strategy, the 

ViTAL team synthesized the findings of the 11 internal future facilities study teams and the 

multiple relevant external national studies. (See section 1.4.) Each asset is directly linked to 

critical future needs and mission relevance. The resulting integrated facility and laboratory 

strategy is viewed to be very robust because it systematically identifies the various options

available to execute the future agency mission and provides a decision-making framework to 

guide the future disposition of all the center assets. Taken together, the strategy provides a 

comprehensive approach to guide the long-term stewardship of the center’s physical 

infrastructure. This chapter provides an overview of the strategy and the figures of merit

(FOMs) used by the ViTAL team to determine the final elements in the 20-Year center 

revitalization plan. (Complete details of the integrated strategy may be found in Appendix A.)

2.2 LaRC infrastructure asset groupings

The LaRC infrastructure inventory is quite extensive with many dedicated ground test 

facilities and research laboratories. Adopting the agency assignment of center core 
17

competencies, LaRC has dedicated research laboratories, and specialized small-scale and largescale ground test facilities in aerosciences, structures and materials, and characterization of 

[earth and planetary] atmospheres. The center also has extensive physical assets in systems 

engineering; and these four competencies/capabilities provide the cross-cutting capabilities that 

are enabling to our core competency in entry, descent, and landing (EDL). The center core 

competency in systems analysis is predominantly a computational-intense enterprise, but does 

require test data to support and verify advanced code development, especially flight data. The 

integrated strategy is organized into the following 17 disciplinary asset groupings, with the first 

14 being primary and the latter 3 being cross-cutting support disciplines that underpin the 

capabilities in the 14 primary asset groups. The LaRC infrastructure asset groupings are as 

follows, with the core competency identified in the bracket:

1. Aerodynamics (subsonic, transonic, supersonic) [aerosciences and EDL]

2. Acoustics [aerosciences]

3. Aerothermodynamics (entry, descent, and landing) [aerosciences and EDL]

4. Hypersonic Airbreathing Propulsion [aerosciences]

5. Materials and Structures (includes nondestructive evaluation sciences, COLTS, and LandIR

[structures and materials and EDL]

6. Electromagnetics and Software-Intensive Flight Systems Laboratories [aerosciences]

7. Systems Development (Fabrication, Engineering and Environmental Testing) [cross-cutting]

8. Sensor Systems (Laser/Lidar and remote sensing) [characterization of atmospheres]

9. Entry, Descent, and Landing (cross-referenced to aerodynamics, aerothermodynamics, 

materials & structures, & systems development)

10. Langley Aircraft [characterization of atmospheres, aerosciences]

11. Flight Simulators [aerosciences]

12. Flight Dynamics & Controls Laboratories [aerosciences]

13. Crew Systems & Aviation Operations Laboratories [aerosciences]

14. Science Laboratories and Atmospheric Science Data Center [characterization of 

atmospheres]

15. Measurement Sciences (flow physics, acoustics, and combustion) [aerosciences]

16. Compute Infrastructure (Computer hardware, networks, software & codes) [cross-cutting]

17. Compressor Station [aerosciences]

2.3 Langley Values and revitalization planning Figures of Merit:

As the ViTAL team undertook its work of synthesis and final decision-making to construct 

the 20-Year Revitalization Plan, certain values surfaced as critical factors that influenced the 

future vision of how the center will execute its NASA mission. These values include:

1. Deep subject matter expertise and broad systems level knowledge are extremely difficult 

to reconstitute. And furthermore, hands-on experience in conducting experiments and 

tests is an essential element in developing deep subject matter expertise in virtually every 

Langley discipline.

2. The Langley tradition is to gain formative experience from conducting small, flexible, 

easy to operate laboratory scale experiments and tests; then applying these skills to plan 
18

and execute complex, special-purpose tests in large ground test facilities and design 

development of integrated flight systems. This same process for core competency 

stewardship can be applied to a hybrid test capability comprised of Langley in-house 

and external partner facilities.

3. While some Langley laboratories, ground test facilities and experimental aircraft have 

unique capability much of Langley's capabilities may be found in the combination 

of facilities resident at other NASA centers, other federal agencies, and U. S. industry and 

academia. Langley has a rich history of partnering with other organizations to fulfill its 

mission.

4. If Langley chooses to rely on test facilities owned and operated by non-NASA 

organizations, the successful execution of the agency mission can only be 

assured if Langley retains a minimum essential experimental / test capability to preserve 

the expertise of its current workforce and to train the next generation workforce.

5. Langley must retain the research, engineering and testing expertise to successfully 

conduct experimental research and support development activities at Langley or at 

partner organizations.

6. As single discipline physics-based computational codes and multidisciplinary design 

tools become more mature and computer hardware/software capability continues 

to expand as expected, the engineering standard practice will become increasingly 

dependent on computational design and analysis capability and decreasingly dependent 

on ground test facilities to support engineering design/development/certification 

requirements.

The ViTAL team adopted the following figures of merit (FOMs) to guide the final decisionmaking as the comprehensive plan emerged in its final form. The FOMs include:

1. Relevance to the NASA Mission

• Supports Multiple NASA Mission Directorates (current and future)

• Ability to Sustain/Develop Core Competency

2. Utilization

• Usage rates

• Enables our competitiveness/Reimbursable opportunities

3. Cost of Ownership

• Maintenance and Utility Costs

• Deferred Maintenance / Facility Condition Assessment (FCA)

4. Linkage to Center Master Facility Plan (including original New Town concept)

• Central to Core Campus

• Sustainability / Energy Efficiency

All options and final elements in the revitalization plan were evaluated against these FOMs. 

While the team employed a rigorous decision-making tool that quantitatively weighted the FOMs 

and assigned numerical values to each option under evaluation, perhaps the greatest value in 

using the FOMs was that it prompted the right discussions and facilitated a consistent and 

rigorous decision-making process during the team deliberations and then provided an effective 

communications tool in explaining the team’s decisions to our stakeholders.
19

2.4 Some useful definitions and differentiators

As LaRC is a multi-mission center, the disposition of each unique center asset must be 

evaluated against all the possible mission-enabling functions that the asset performs. The 

ViTAL team found it necessary to develop a set of working definitions to guide the evaluation of 

the infrastructure assets. However, simple definitions do not always communicate the full 

differentiation between functions and missions. So the team found it necessary to establish the 

difference between experimental research and engineering development testing.

2.4.1 Working Definitions 

NASA Science: development of knowledge, models, and data that explains observable 

physical phenomena of interest to the NASA mission 

NASA Research: creation of intellectual property, data, methods, and models that 

describe the physical behavior of human endeavors in the earth and space environment 

necessary to achieve the NASA mission 

NASA Technology Development: the achievement of technologies that provide specific 

systems-level solutions to problems and barriers to achieving the NASA mission 

Engineering Design/Development: unique, one-of-a-kind design, development, and 

fielding of instruments and vehicles to achieve specific NASA (or industry) mission 

objectives 

Production Testing: tests conducted by industry (or NASA) to obtain specific data 

necessary to support product development, certification, marketing, and operations 

Experiments: physical exploration of phenomena not well understood and characterized 

to support the development of physics-based data, models, and methods for engineering 

design/development/operations [why things behave as they do] 

Tests: development of data that describes the physical behavior of system-level concepts, 

configurations, technologies, and engineered products [performance data]

2.4.2 Experimental Research versus Engineering Development Testing

 Research experimentation is profoundly different from engineering development 

testing. Engineering tests are typically designed to provide the “what” answers that describe the 

performance of a test article, whereas research is about understanding “why” something 

performs the way it does, ie., understanding physical phenomena. Research experimentation is 

often motivated by discovery during the exploration of new ideas and concepts, whereas 

engineering development tests set the parameters for design and performance. The difference 

between experimentation and development testing can lead to fundamentally different test 

objectives and measurement requirements. To illustrate the distinction, consider the wind tunnel 

testing enterprise. In designing a vehicle, the designer needs to know the “on-body” model's lift 

and drag to establish the vehicle performance, force and moments for stability and control, and 

pressure distributions for structural analysis. On the other hand, the researcher conducting flow 

physics research needs to know about the fluid behavior, primarily full field velocity 
20

components, but may not care about the on-body values of the model. The objective of the 

research is to develop physics-based computational methods (CFD codes) that can be used to 

simulate the actual flight conditions and predict the vehicle response. In research, the role of the 

model is to perturb the flow field so that fundamental fluid flow phenomena can be isolated, 

studied, and measured. 

 This fundamental difference between research experiments and development tests also 

requires wind tunnels to be operated quite differently. The development test requirements are 

precisely defined, easy to achieve, and the selection of the appropriate tunnel for the test is based 

on the flight condition to be simulated. The objective of the test is to acquire the test article 

(model) performance data at specific test conditions (angle of attack, mach number, Reynolds 

number). Contrast this to research where the test requirements are not precisely known and the 

research conditions to be achieved can be elusive and may require extensive dwell times to 

understand phenomena and adjust measurement objectives accordingly. So the emphasis in 

research must be on tunnel access and operational flexibility. In development tests, the primary 

differentiator among similar tunnels is test costs. If Langley cannot compete on the basis of test 

costs, then it will be difficult to sustain our large tunnels on the reimbursable funds from 

product-specific production tests. Likewise, sustaining our essential capability to perform 

experimental research will be problematic if we do not have access to the necessary tunnels and 

will inevitably result in a shift in the research to the smaller less expensive tunnels to operate, 

even though some loss of research capability will result.

 However, the distinction between research experiments and development tests is not 

sufficiently adequate to establish the need for large-scale versus small-scale ground test 

facilities. In addressing many important attributes of physical phenomena in both research and 

engineering development, it must be understood that scale matters. In flow physics, for example, 

Reynolds number scaling to flight conditions is critical; and Reynolds number depends on the 

characteristic length scales of the test model and vehicle. If the tunnel conditions do not match 

flight conditions, important phenomena can be missed. So there will continue to be a need for 

large-scale wind tunnels as long as CFD codes cannot be relied on for accurate predictions of the 

full flight envelope. Likewise, a similar scale distinction is present in structures and materials. 

Consider, for example, damage initiation and growth and failure modes. While materials level 

coupon tests can accurately duplicate some of the stress states that are critical to the design of 

built-up structure, geometry and size-dependent instability phenomena such as shell buckling, 

and complex interactions among structural elements cannot be simulated in materials-level 

coupon tests. The current structural design practice is the building-block test-based development 

process. And until our computational codes are fully mature to predict accurately structural 

failure, we will continue to require large-scale load frames for both research and development 

testing. Finally, until we succeed in developing comprehensive, multidisciplinary Modeling and 

Simulation capability that allows for actual flight simulation, a similar argument can be made for 

the continuing need for research aircraft and flight testing. 
21

2.5 Mission Relevance

Mission relevance is more than just one of several figures of merit, see section 2.3, used 

to evaluate each asset. It is indeed the paramount consideration because it is the reason the assets 

exist in the first place. So each future facility study team, and the ViTAL team in its integration 

function, placed considerable emphasis on how each asset will enable the future mission of the 

agency. The table shown in Figure 3 was assembled to illustrate the direct mapping of each asset 

to 5 of the strategic goals in the NASA Strategic Plan. 

Figure 3 Mapping of the LaRC facility and laboratory assets to the agency missions and

Strategic Goals in the NASA Strategic Plan

2.5.1 Near-term Mission Relevance (the next 5-10 years)

The NASA strategic plan provides long-term goals and objectives; and in addition, the 

strategic goals and the current program of record are typically a 10-year vision with a 5 year 

execution plan. A further more detailed level of mapping is provided below for the 

aerodynamics asset group as an illustrative example. The blue font highlights the current agency 

programs and projects being enabled by the aerodynamics core capability.
22

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.2 Develop competitive opportunities for the commercial community to provide best 

value products and services to low Earth orbit and beyond.

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo 

missions beyond low Earth orbit.

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

• Space Launch System

Strategic Goal 3: Create the innovative new space technologies for our exploration, 

science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future 

capabilities of NASA, other government agencies, and the aerospace industry.

3.2 Infuse game-changing and crosscutting technologies throughout the Nation’s space 

enterprise to transform the Nation’s space mission capabilities.

3.3 Develop and demonstrate the critical technologies that will make NASA’s 

exploration, science, and discovery missions more affordable and more capable.

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other 

government agencies, industry, and international entities to generate U.S. commercial 

activity and other public benefits.

NASA Space Technology Roadmaps:

• TA01. Launch Propulsion Systems 

• TA09. Entry, Descent, and Landing Systems 

• TA11. Modeling, Simulation, Information Technology, and 

Processing 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research 

portfolio to improve current and future air transportation.

Fundamental Aeronautics Program

• Fixed Wing Project

• Rotary Wing Project

• High Speed Project

• Aeronautics Sciences Project

Aviation Safety Program

• System-Wide Safety and Assurance Technologies

• Vehicle Systems Safety Technology

• Atmospheric Environment Safety Technologies

Aeronautics Test Program
23

4.2 Conduct systems-level research on innovative and promising aeronautics concepts 

and technologies to demonstrate integrated capabilities and benefits in a relevant flight 

and/or ground environment.

Integrated Systems Research Program

• Environmentally Responsible Aviation

Since many assets are enabling to several agency goals, Figure 4, each asset may be listed 

several times. But it should be clear that the function an asset may fulfill in meeting one goal 

may be different than how the asset is used to enable another goal. For example, the role of wind 

tunnels (aerodynamics asset group) in conducting aeronautics research is quite different than 

how we must use the data from wind tunnels to fulfill the goals of exploration such as 

developing the Space Launch System aerodynamics design database. This is one reason why 

multiple tunnels comprise the asset grouping. In research, small scale unit problems can be 

conducted in the small research tunnels. But these tunnels are not adequate to address the 

configuration aerodynamics challenges of developing the SLS design database. (Refer to section 

2.4.2 for a more detailed explanation of this difference.) Figure 4 shows the various wind 

tunnels that comprise the aerodynamics asset group.

Figure 4 wind tunnels comprising the Aerodynamics asset grouping (ATP refers to the ARMD 

Aeronautics Test Program which is an element of the agency strategic capability asset program 

(SCAP))
24

A brief description of the composition of the aerodynamics asset group will illustrate the 

different mission and capability of these tunnels.

• Large Facilities (ATP) provide capability to address integrated configuration/concept 

testing suitable for aerodynamic/aeroacoustics research including propulsion induced 

effects, and code validation. 

• Small Facilities (non ATP) provide complementary capability for component and unitproblem testing more suitable for exploratory research, fundamental flow physics 

research, and basic code development and validation activities 

• Vertical spin tunnel provides stability tests of dynamically scaled aircraft and spacecraft 

• The 14x22 offers multiple and diverse testing capabilities that are not available in any 

other single facility, including a unique phased array system for aeroacoustics 

measurements and a rotorcraft test cell for testing rotorcraft models in simulated forward 

flight. 

• NTF provides flight Reynolds number test capability that can only be closely matched by 

ETW in Germany. The NTF provides the highest Reynolds number capability of any 

tunnel, worldwide.

• TDT provides world-unique aeroelastic scaling test capabilities; and also uses a unique 

heavy gas test environment to simulate planetary atmospheres such as Mars for EDL.

• UPWT has the highest available high pressure air and mass flow for simulating jet 

exhaust and plume interaction at supersonic speeds. 

So it can be observed that the complete set of wind tunnels comprising the LaRC aerodynamics 

asset group provide a comprehensive, complementary test capability and without nonessential 

overlapping capability.

2.5.2 Long-term trends will affect future mission relevance (10-20 years, and beyond)

The LaRC 20-year revitalization plan must address mission relevance well beyond our 

current program of record. In fact, as the plan calls for new buildings, facilities, and laboratories, 

the relevance must extend well into the future, perhaps 40-50 years. (As discussed in section 1.3, 

the agency is already establishing goals for 2055!) Visioning this far into the future is a daunting 

task, even without the complexity of the accelerating pace of technology development, which is 

increasing at an exponential rate. It is much like shooting at a moving target at some time well in 

the future. But that is indeed the task assigned to the ViTAL team. So we must rely on all 

available information which includes trends that could dramatically alter our future mission. As 

an illustrative example, there are two trends that will eventually change our need for wind 

tunnels. The first trend is the growing maturity of our computational fluid dynamics (CFD) 

modeling and simulation capability. These physics-based computer codes have been rendered to 

the engineering standard practice and have penetrated deeply into industry practices for routine 

design development work where the vehicle configuration is well understood. While the current 

CFD capability is not mature for all applications, the aerodynamics community is embracing the 

trend that eventually we will have full flight simulation capability and may render wind tunnel 

testing nonessential for future vehicle development programs. While the outcome is easy to 

predict the timeline is much more difficult. Figure 5 below illustrates one likely timeline that 

could be achieved with the expected continued increase in computational capability4

. In 

discussing this trend, and the expectation of a practical “real time flight simulation” capability by 
25

2035, the uncertainty in the projected time is + 10 years, depending on assumptions. For 

example, if quantum computing becomes a reality, when will we be able to affectively harness 

this vast capability? This could pull up the date to 2025. And of course the date could be much 

later, depending on the rate of investment over the next decade to complete the development of 

the CFD codes. The remaining grand challenges include turbulence modeling of separated 

flows, boundary layer transition, unsteady flow, and aeroacoustics. Currently CFD simulations 

are too slow to be fully useful in developing aero design databases and there have been no 

breakthroughs in the last 15 years in CFD algorithm development. A focused investment will be 

required to accelerate the time to achieve full maturation of the current CFD codes5

. 

Figure 5 trend in high performance computing illustrated for computational 

fluid dynamics (CFD)

There is a second trend that is also affecting our need for wind tunnels. That trend, 

illustrated in Figure 6 is the trend in wind tunnel tests being conducted1. The dramatic reduction 

in testing illustrated in Figure 6 is partly due to the increased use of CFD, and partly due to the 

limited number of new vehicles being developed relative to earlier times in our history when 

most of the current wind tunnels were constructed.
26

Figure 6 trend in wind tunnel tests being conducted for new vehicle 

design/development programs

These two trends taken together strongly imply that the future need for large-scale wind 

tunnels will diminish over time. As illustrated in Figure 6, this trend has been on-going for 

several decades. So the future need for wind tunnels must be established to meet future mission 

requirements, rather than the value proposition being based on past usage and current 

programmatic requirements.

2.6 Integrated strategy: the decision-making framework

Using the wind tunnel trend just cited as an illustrative example, it becomes obvious that 

the integrated facility and laboratory strategy must be robust and enduring. It must provide for a 

decision-making framework that allows current and future center and agency leaders to make 

fully informed decisions as we evaluate the disposition of each asset in the center inventory. 

While the mission-enabling functions of each of the 17 asset groupings are somewhat different, 

the decision-making framework for each asset grouping will have some common characteristics. 

First, it must capture the full spectrum of future mission technical challenges and test 

requirements. Second, the role of each unique capability in the asset group must be tied to the 

future mission. Third, the decision-making framework must differentiate fundamental 

differences such as low TRL foundational research from high TRL vehicle development. Fourth, 

the framework must identify the viable options for dispositioning each asset and also identify 

gaps that need to be filled by new assets. Fifth, the framework must find a meaningful way of 
27

addressing the risk to mission success for each option identified. And sixth, the framework must 

identify key decision points (KDPs) that current and future decision-makers will encounter. As 

an illustrative example of the process, the decision-making framework for the wind tunnels 

comprising the aerodynamics asset group is displayed graphically in Figure 7. Once again the 

wind tunnels are used as the illustrative example. 

The logic illustrated in Figure 7 is specialized for the Langley wind tunnels, and a similar 

decision-making framework was constructed for each of the 17 asset groups listed in Section 2.2. 

A further explanation of the logic applied to the wind tunnels will provide additional clarity to 

how the decision-making framework was developed. First, the top box lists the Technical 

Challenges and Test Requirements identified for the Langley wind tunnels from the future 

visioning studies. Each wind tunnel in the Aerodynamics Asset Group was mapped against these 

future requirements. Also, the co-dependencies to other Langley assets are also identified. 

(These co-dependencies refer to other asset groups among the 17 included in the strategic 

framework.) Referring to the boxes below the requirements box, the numbers in the brackets 

after each wind tunnel specifies the requirements addressed by each tunnel. Notice that in each 

speed regime (subsonic, transonic, and supersonic) there are multiple tunnels in the inventory, 

each tunnel meets multiple requirements, and further, multiple tunnels may meet the same 

requirement. So it becomes obvious that there is not a unique one-to-one relationship between a 

single tunnel and a specific future requirement. A further differentiation was then developed. 

Three fundamentally different missions were identified – research (low TRL, typically 1-4 to 

enable the future NASA mission), development (technology development, TRL 4-7, and vehicle 

development, TRL 8-9, to enable the future NASA mission), and production testing. In this case, 

production testing refers to company-specific, competitive and proprietary, product development 

tests in which the tunnel operational expenses will be reimbursed to NASA on a full cost basis. 

Using this differentiation, the tunnels in each mission area are further identified, along with the 

missions supported, including the Aeronautics Research Mission Directorate (ARMD), Human 

Exploration and Operations Mission Directorate (HEOMD), Space Technology Program (STP) 

and collaborative programs with external partners referred to as work-for-others (WFO). 

Important questions that may require future key decisions (KDPs) were identified along with 

options. The KDPs are highlighted by the blue circles with the white numbers and are described 

in the next paragraph. Below each option, written in the green font, is the implication to mission 

execution and how the risk to mission success will be mitigated, for example establishing 

partnerships with other facility operators. Completing this particular decision-making 

framework is the “Production Testing” assessment, the logic flow shown in the far left of the 

figure. Note that this line is connected by a dashed line which is meant to indicate that the 

Langley tunnels were not designed for production testing, but rather for the agency’s research 

and development mission needs. In order to capture production test business, upgrades will be 

required to address industry feedback about tunnel flow quality and test data productivity. As 

this line of work will require industry funding on a full cost reimbursable basis, it is logical to 

first conduct a market survey to determine if there is a viable business base to justify the 

government investment in the tunnel upgrades. Key decisions can then be made once the market 

survey and customer assessments are completed. (See KDP #2 below for more details.)
28

Figure 7 decision-making framework for the wind tunnels in the aerodynamics asset grouping

The logic framework illustrated above in Figure 7 may at first glance appear both 

complex and arbitrary. However, the usefulness of the framework is best illustrated by how the 

final details of the 20-year revitalization plan addressed each KDP. There are five KDPs 

identified for the wind tunnels in the aerodynamics asset group. The KDPs should be thought of 

as setting up a series of “if-then” conditions, meaning if conditions develop over time that 

require a specific decision, then these are the options, the investments required, and the impact to 

mission execution. The KDPs for the wind tunnels in the aerodynamics asset group along with 

options are defined as follows:

1. Project, ATP, and Reimbursable funds inadequate to operate and maintain the UPWT; 

advocate for funding to sustain essential supersonic research experimental capability; 

Option A: upgrade test capability in existing supersonic research tunnels. 

ROM~$1.65M for new nozzle plate, upgrade nozzle position control system, 

replace Vicker controllers, upgrade balance and data system.

Option B: Compressible Aerodynamic Research Tunnel (CART) studies have 

been conducted in the past decade. CART has a variable test section to support 

subsonic, transonic, and limited supersonic capability research with efficient twoperson operations. Several CART options were identified. Small-scale, minimal 

capability subsonic, ROM~$20M; Small-scale, maximum capability trisonic, 
29

ROM~$100M, which also provides aeroacoustics research but with limited 

capability for configuration/concept studies; also investigate repurposing parts of 

UPWT to off-set cost of CART.

2. Market assessment supports a viable external “Production Testing” reimbursable 

funding stream to help sustain tunnels [Market assessment identifies reimbursable 

production tests business only for 14x22, NTF, and TDT tunnels. However, upgrades to 

the 14x22, NTF and TDT will be required to address customer concerns about data 

quality, tunnel reliability, and productivity. ROM estimates for 14x22 is $4.5M for DAS 

upgrade; NTF upgrades is $1.8M (DAS improvements, flow control cal, test section 

access, mach control, model support, insulation); TDT upgrades ROM~ $18M ($4.5M 

DAS, $5.3M exterior painting, $4m oscillating vane, $3m pressurization upgrade system, 

$0.5M elevator floor, $0.250M customer workspace) 

3. Project, ATP, and Reimbursable funds inadequate to operate and maintain the NTF 

and/or TDT

Option A: close NTF; partner for high Re# development tests and integrated 

configuration research (EU ETW in Germany); replicating high precision 

drag/laminar flow and flow control tests will require modifications to Ames 11 ft; 

not viable to upgrade TDT to replace NTF; no other comparable large scale high 

Re# testing capability in the U.S.; marginal research capability exist in 0.3M 

cryogenic transonic tunnel; additional research capability from new trisonic 

option KDP 1.1, Option B

Option B: close TDT, partner for aeroelasticity development tests (Ames 11 ft, 

AEDC 16T, and EU DNW LLS), upgrades will be required; marginal research 

capability exist in 0.3M and NTF, but will have to install safety infrastructure; 

additional research capability from new trisonic tunnel option KDP 1.1, Option B; 

not viable to upgrade NTF to expand aeroelasticity research capability; closing 

TDT will result in lost national aeroelastic research capability unless another 

heavy-gas facility of suitable scale is built

4. Project, ATP, and Reimbursable funds inadequate to operate and maintain the Vertical 

Spin Tunnel, consider run-to-failure or relocate on West Side adjacent to 14x22 to reduce 

cost of ownership, ROM estimate from ~$5M to relocate the VST

5. Vacate the LaRC East Side, co-located with the LAFB and in a flood plane: 

Option A: Capital investments support building a new Vertical Spin Tunnel or 

relocating existing VST adjacent to the 14x22; ROM estimates range from ~$5M 

to relocate the VST and achieve modest upgrades to $20M-$30M with options on 

the scale of a new VST with enhanced capability. 

Option B: then vacate the East Side if the Transonic Dynamics Tunnel is placed in 

mothball status.

A decision-tree framework like the one above for the wind tunnels was developed for 

each of the 17 asset groups listed in section 2.2. The ViTAL team then used the FOMs, section 
30

2.3, and dispositioned each KDP to develop the integrated plan. The completed details may be 

found in Appendix A. Later chapters in this report provide the details of the revitalization plan 

which reflect the disposition of the KDPs for each asset group. To illustrate this outcome, Figure 

8 below overlays the KDPs in Figure 7 with the decisions rendered by the ViTAL team and 

captured in the 20-year revitalization plan.

Figure 8 decisions regarding the future of the Langley wind tunnels (“New Town” refers to the 

new building phases of the revitalization plan, the terminology was officially incorporated into 

the Center Facility Master Plan in 2010)

2.7 Summary

A summary of the key attributes of the 17 asset groups is provided in the table in Figure 

9. While reviewing this table, it should be remembered that in each asset group there are several 

ground test facilities and research laboratories. Some explanations of the tabulated information 

will assist the reader. Also note that the high pressure air compressor station, electrical 

distribution infrastructure and other essential horizontal infrastructure, and compute 

infrastructure are not listed.
31

Figure 9 Summary table showing all asset groups, cost of ownership,

and relevance to the NASA mission

The second column provides an assessment of the uniqueness of the assets. A simple 

two-level differentiation was employed. “Some uniqueness” refers to capability that is unique to 

the agency, in some cases unique to the nation, and unique to the worldwide technical 

community. For example, several of the wind tunnels in Aerodynamics are listed with unique 

capability. The National Transonic Facility (NTF) uses liquid nitrogen as the test medium and 

can achieve the highest test condition Reynolds Number of any tunnel in the world and is the 

only high speed tunnel that matches flight Reynolds Number conditions. The Transonic 

Dynamics Tunnel (TDT) is a unique tunnel originally designed and specially constructed to 

conduct aeroelasticity and flutter clearance testing. This unique test capability requires the use 

of flexible models that change shape in response to and interact with the flow conditions. 

Special care must be taken in testing so that a model failure does not destroy the tunnel. In 

addition, to simulate the dynamic pressures that give rise to structural instability, a variable 

pressure and heavy gas system is required to fully simulate the flight conditions that an aircraft 

may experience. Finally, the 14’x22’ large test section low speed subsonic tunnel has several 

unique test capabilities. One unique capability is the ability to conduct rotorcraft aerodynamics 

by simultaneously simulating rotor blade rotation and forward flight. The second unique test 
32

capability a novel phased array system on a moveable traverse system allows for aeroacoustic 

testing that provides the ability to isolate and characterize the individual sources of noise from a 

test model. This is particularly important when addressing propulsion/airframe integration noise 

issues.

The second column also designates (by omission of the blue box background) capability 

that is standard in most similar laboratories and may be considered easy to duplicate. This is 

attributed to the fact that most research laboratories are a collection of standard scientific

measurement instruments, for example, which in many cases are commodities that can be 

purchased from equipment vendors. A final useful qualitative interpretation of the data in the 

second column is that unique capability may be difficult and expensive to sustain and 

reconstitute once abandoned, but standard capability is relatively easy to duplicate, enhance or 

reconstitute. 

The third column tabulates data to assess the Cost of Ownership for each asset group. 

Two data are tabulated. The top line in each box is the three-year average of the annual 

maintenance and utility (M&U) costs to operate the assets. The second line in each box is the 

deferred maintenance (DM) which is compiled using the standard agency method for estimation. 

DM may also be thought of as risk-to-mission, meaning that without proper maintenance a 

facility may be in marginal operational condition or even obsolete so that an unexpected 

breakdown resulting in a lengthy and costly repair that would jeopardize timely and successful 

completion of a critical agency project milestone. While these data are self-explanatory, it must 

be pointed out that the cost of ownership for the Aerodynamics assets, primarily the large wind 

tunnels, is far greater than any other LaRC asset group. A final reasonable interpretation of these 

data is that both yearly cost savings (from M&U) as well as future budget liens (DM) are accrued

yearly and will aggregate over time whenever a facility or building is closed and abandoned.

The fourth column provides a qualitative assessment of the state of the infrastructure. 

A green, yellow, red stoplight color coding was adopted for the assessment. Green means 

good/great conditions, whereas red means inadequate - immediate actions required, while 

yellow designates “at risk” marginal condition. It should be noted that a strategy of run-tofailure would eventually render an asset as marginal or yellow. Additionally, each yellow or red 

box in column four has an overlaid brown-red box with a shorthand reference to an element of 

the 20-year revitalization plan, where the intent of the plan is to adequately address all at-risk, 

essential capability to assure that the assets will be available to execute the future NASA mission 

as required. The fifth column provides a similar assessment of the state of the equipment

found within each asset group. In most cases the equipment in the LaRC research laboratories 

are in good condition.

The right-most four columns attempt to assess the level of relevance to the current and 

future programs of the NASA mission directorates, including an assessment of the likelihood for 

reimbursable funding from external customers who may need to use our facilities in cases 

consistent with the NASA policy guidance on non-NASA work. For these four columns, the 

red-yellow-green color coding is intended to convey different information than the colors of the 

state of infrastructure and equipment columns. The intent for relevance is to capture an objective 

measure of the demand or need for the asset to enable the agency mission. Green should be 
33

interpreted as robust and critical, yellow as medium, and red indicates a relatively low level of 

effort to meet mission requirements. In this case red is not a negative color, rather it is relative to 

the robustness of green. It is tempting to interpret the colors as meaning “essential” versus “nice 

to have”, but this oversimplifies the relevance. In many cases, the asset group contains the 

ordinary tools that are used to execute the work. Without these tools the work must be 

accomplished differently. One critical value judgment from the relevance data is that if an asset 

is not at least green for one NASA mission, then the future of that asset will be uncertain. 

The complete details of the integrated strategy for the 14 primary asset groups and the 3 

co-dependent support asset groups may be found in Appendix A. The remaining chapters of this 

report document the elements of the 20-year revitalization plan, the implementation strategy, and 

the project management process to be followed to guide implementation. 

2.8 References 

1. Anton, Philip S., et.al., Roles and Issues of NASA’s Wind Tunnel nd Propulsion Test 

Facilities for American Aeronautics, Rand Corporation, Santa Monica, CA CT-239, 2005a, 

and CT-239/1 2005b.

2. Anton, Philip S., et.al., An Update of the Nation’s Long-Term Strategic Needs for NASA’s 

Aeronautics Test Facilities, Rand Corporation, Santa Monica, CA 2009.

3. Hughes, Gary, et.al., Study of Markets Served by NASA Wind Tunnels, RTI International, 

December 2008. 

4. Future of CFD computing, International Exascale Software Project, 11/12/09, 

www.exascale.org/iesp/Main_Page, Airbus Industries. 

5. Malik, Mujeeb. R, and Dennis M. Bushnell, “Role of Computational Fluid Dynamics and 

Wind Tunnels in Aeronautics R&D. NASA/TP-2012-217602, 2012.
34

3.0 Revitalization Projects

3.1 Introduction

The Langley 20-Year Revitalization Plan is comprised of 10 projects including the 6 New 

Town building phases, 3 building Rehab projects, and 1 project comprised of multiple wind 

tunnel research facility upgrades. The 6 New Town buildings will be funded by the agency 

Recapitalization Fund and will include both new building construction and the associated

demolition of many obsolete buildings. New Town Building 1 was completed and occupied in 

2011 and is included in this new plan for completeness. The 5 additional New Town building 

phases, New Town 2, 3, 4a and 4b, 5, and 6 will begin in years 2012, 2015, 2018, 2023, and 

2028, respectively. The 3 building Rehab projects will be funded by the agency Construction of 

Facilities (CoF) Fund. These CoF projects include rehabs to buildings 1230 and 1194, in 2014 

and 2017, respectively, and a phased project with CoF funds over multiple years to upgrade the 

compressor station and electrical distribution system in years 2014-2018. The wind tunnel 

facility upgrades will be funded by a combination of Center CMO funds and project funds. The 

activities of these 10 projects have been time-phased so that any obsolete facility or office space 

will not be vacated until the new/rehab/upgraded facilities or office space is rendered ready for 

use or occupancy. The completion of the entire plan is expected to be achieved in 2032. Each of 

the 10 projects is described below, sections 3.2 to 3.11, in chronological order, along with the 

accompanying details. Note that the year of project initiation and status of funding is provided in 

the blue font parentheticals after each project title. Section 3.13 is a summary of the disposition 

of every Key Decision Point (KDP), as discussed in section 2.6.

3.2 New Town Phase 1 (NT1) – Langley Headquarters Building (2011, occupied)

3.2.1%Project%Overview

The first project in the New Town Program is the Langley Headquarters Building. This 

design-build project was completed in 2011, see Figure 10, with a design, construction, and 

outfitting cost of about $34M. Design and construction was funded by NASA’s 

Recapitalization Program and outfitting was funded by Langley’s CMO budget. The Langley 

Headquarters Building is a 3-story, 79,000 sq. ft. office facility, which incorporates up to 250 

occupants, including the Center Director’s office and 5 other support offices. It was the first 
35

large office building to be constructed on the LaRC campus in over 35 years. Being near the 

main entrance and incorporating the Langley Center Director’s office, it is a very visible 

component of the long-term facilities modernization program. Because this facility was built on 

a green field location, no demolition projects were required on the building site. However 

148,000 sq. ft. of old, inefficient space was demolished elsewhere on the center in support of this 

project, yielding a 69,000 sq. ft. net increase in available green space. Demolishing a large 

quantity of inefficient space and then replacing it with smaller more efficient space significantly 

reduces the Center’s infrastructure costs. The building includes many sustainability features, 

which contribute to the overall sustainability goals of the Center, and saving or avoiding $2.5M 

per year in operations and maintenance costs. This project was awarded the LEED Platinum 

Certification by the U.S. Green Building Council in June 2011. This project was implemented by 

an integrated project management team including NASA, GSA, and GSA contractors through an 

interagency agreement with GSA. NASA and GSA co-managed the project and provided 

direction. All of the prime contracts were awarded and managed by GSA.

Figure%10 New$Town$Building$1

3.3 New Town Phase 2 (NT2) – Integrated Engineering Services Building (2012

groundbreaking, funded by agency Recapitalization Program)

3.3.1%Project%Overview

The New Town Phase 2 building is fully funded and is in the process of being designed 

and constructed. Figure 11 provides a summary of the project details for New Town 2 and 

Figure 12 provides an artist rendering of the building. It is scheduled to be completed in January

2014 and relocations into the facility completed in April 2014. The building will become the 

engineering and research collaboration center and it will include an integrated design center, 

flight mission support center, conferencing facilities, training, video production/editing, and food 

services. This building is located at the center of the campus to encourage walking to and from 
36

this facility. The new building will be a 2-story 137,000 sq. ft. modern facility, designed to a 

LEED gold certification. Parking for this facility will be both adjacent to the building and across 

the street adjacent to B1146.

Figure 11 Summary of New Town 2 Project Details

Figure 12 Artist rendering of New Town building 2

3.3.2 Construction

Using an interagency agreement with GSA, a design-build contract was awarded in 

January 2012 using funds from NASA’s Recapitalization Program. The notice-to-proceed was 

issued in late February 2012 and the contract duration is 23 months. The final design work is 

approximately 50% complete and construction work on the site is in its early stages. The 

estimated design, construction, and outfitting cost is $50M.
37

3.3.3 Demolition

The demolition includes four buildings on the construction site: Buildings 1149, 1141, 

1152, and 1153 (demolished in 2011) and 5 buildings whose functions are moving into the New 

Town 2 building. These are Buildings 1192, 1213, 1222, 1145 and 1298. The total area of the

last group of building is 133,000 sq. ft. Also, since this building consolidates many functions 

scattered throughout the center, there are pockets of space in other buildings that can be 

repurposed and reused. 

3.4 B1247 Wind Tunnel Facility Projects (2012, and as funds become available)

3.4.1 Project overview

This project includes upgrading the capability of 5 wind tunnels located in the B1247 

complex and upgrading and relocating the Small Anechoic Jet Facility from B1221 to B1247. 

The details of the project are summarized in Figure 13 and a detailed discussion on each facility 

follows in sections 3.4.2 to 3.4.7 below. While the primary motivation for these upgrades is to 

improve the existing test capability of these assets, a second primary motivation is to satisfy 

precursor conditions to vacating the assets in B1221, B1275, and eventually B1251. The CF4 

gas tunnel in B1275 will be abandoned, as will the direct connect and combustion heated 

scramjets in B1221 after the upgrade to the arc heated scram jet facility in B1247. It should be 

noted that once B1221 is vacated the Center will not have a suitable replacement for the Low 

Speed Aeroacoustic Wind Tunnel (LSAWT, sometimes referred to as the jet noise lab). 

However, a similar facility exists at NASA Glenn Research Center, the Aero-Acoustic 

Propulsion Lab (AAPL), where the Langley led testing can be facilitated. [While there are 

similarities between the AAPL and the LSAWT, there are also significant differences. These 

differences include the maximum temperatures attainable by the facilities (1425 F in the AAPL 

and 2000 F in the LSAWT), the LSAWT is an open circuit wind tunnel with an open jet test 

section surrounded by a secure anechoic chamber that is smaller than the AAPL dome, and the!

LSAWT!is!not!restricted!to!jet!noise!testing,!for!example!the!Jet!Engine!Simulator!can!be!

replaced with!a!propeller!test!stand.] In the long-term, the expectation is that the new flow 

physics laboratory, section 3.10, will include a mid-size aeroacoustic research capability. The

B1247 project also includes a new high Reynolds Number aerothermodynamic test capability to 

be realized in B1247 that will exceed the test capability of the 31” Mach 10 tunnel in B1251 and 

perhaps the 20” Mach 6 tunnel in B1247. This development coupled with the decision to close 

the Unitary Plan Wind Tunnel in B1251 will allow the abandonment of B1251. After 

completion of this project, the center will save approximately $1.1M annually in reduced facility 

maintenance and utility costs and dramatically reduce the Center’s deferred maintenance ($14M)

and CRV ($134.6 M) as indicated in Figure 13. Finally, FY12 Center investment funds have 

already been allocated for several of these tunnel upgrades. 
38

Figure 13 Summary of Project Details for Wind Tunnel Upgrades

3.4.2 20 inch Supersonic Wind Tunnel (upgrade)

Two modifications are being made to the 20 inch Supersonic Wind Tunnel. The first 

modification is the replacement of a defective nozzle plate. The defective top nozzle plate causes 

a disturbance in the flow that limits the useful space of the test section. This limits the size of the 

model, thereby limiting the model Reynolds number that can be tested. The new plate will make 

the entire test core available. The second modification is an upgrade of the Vickers controllers. 

These controllers are used to control the tunnel second minimum and the model support system. 

The controllers are antiquated and out of production. Failure of these controllers would mean the 

facility would be unable to run. 

Funding has been provided in FY12 to begin the upgrades with completion anticipated in 

FY13. Detailed measurements and drawing refinements have been initiated. An assessment of 

the heat treat facility/process detailed requirements is also underway. For the Vickers controllers 

replacement, information is being gathered to identify detailed requirements of replacement units 

with sufficient performance and interface capability.

3.4.3 Supersonic Low Disturbance Tunnel (upgrade)

The control room of the Supersonic Low Disturbance tunnel is being upgraded to use 

modern controls and monitoring systems that provide all tunnel settings and parameters to the 

data acquisition systems. To achieve and maintain quiet flow in the facility, all aspects of the 

facility operation must be monitored and recorded. These modifications will improve the 

productivity and reliability of the facility. Several years ago, the Supersonics project funded an 

engineering design study to define the details of the upgrade to the control room. The FY12 

center funds are being used to complete the implementation of the upgrade. Currently, the 

previous ROME design is being reviewed to make sure all changes identified in the 2008 CDR 

will be addressed and to verify the compatibility of the design with the facility changes that have 

occurred since 2008. System components have been identified and procurement actions have 

been initiated. The task to verify the facility electrical drawings and convert the existing 

drawings to CAD has been initiated. Programming continues for the PanelView displays to be 

used by facility operators. These new displays will be demonstrated and reviewed by the facility 

operators to make sure all necessary information is organized and displayed in a manner that will 

enhance facility operations.
39

3.4.4 Mach 6 Quiet Tunnel (renovation)

The renovation of the Mach 6 Quiet Tunnel will provide Langley with a facility to investigate the 

fundamental physics of hypersonic boundary layer transition. High speed quiet tunnels were 

developed at Langley after it was discovered that the turbulent boundary layers on conventional 

supersonic and hypersonic wind tunnel nozzles were generating acoustic disturbances that 

caused boundary layer transition to occur earlier than it would in flight. Langley currently 

operates the only supersonic quiet tunnel and has been leading the field in pioneering off-body 

measurements of boundary layer instabilities. However, as the Mach number increases, above 

approximately M ~ 4.5, there is a fundamental change in the boundary layer stability 

characteristics. Thus, in order to understand and predict transition at higher Mach numbers, a 

higher speed quiet facility is required. Previously, Langley built and operated the Mach 6 Pilot 

Quiet Tunnel; and leveraging this experience, design requirements are being developed to 

modify the existing Nozzle Test Facility to create a fully operational Mach 6 Quiet Tunnel. The 

Langley Flow Physics Branch personnel will use CFD to develop the aerodynamic design for the 

new nozzle geometry for the quiet tunnel.

3.4.5 Hypersonic, High Reynolds Number Tunnel (repurposing the Mach 8 VDT)

The 20-Year Revitalization Plan proposes to create a new Hypersonic, High-Reynolds 

Number Tunnel (HHRNT) by renovating and repurposing the assets of the Mach 8 Variable 

Density Tunnel currently abandoned in place in B1247. The HHRNT will be capable of 

operation at multiple Mach numbers (notionally 6, 8, and 10), via either interchangeable nozzles 

or separate legs, and will generate a wide range of Reynolds numbers sufficient to produce 

laminar, transitional, or turbulent flow at each Mach number. Notional Reynolds number ranges 

(assuming a minimum 16-in test core) at each Mach number will be 2×106

/ft to 20×106/ft at 

Mach 6, 4×106

/ft to 16×106/ft at Mach 8, and 0.5×106/ft to 4×106/ft at Mach 10. This wide 

range of test conditions is necessary because aerothermodynamic phenomena such as shockshock interactions, boundary-layer transition, deflected control surface aerodynamics, thrusterflowfield interactions, etc, are both Mach and Reynolds number dependent. 

The HHRNT will feature a large test section with abundant optical access for global 

measurement techniques (i.e. global phosphor thermography and infrared photography for 

surface heating and boundary-layer transition and PLIF and schlieren for flow-field 

visualization); a dynamic, precision-controlled, multi-axis model support and positioning system 

for aerodynamic force and moment testing that includes both water cooling and gas-injection 

capabilities; and high-frequency data-acquisition systems for sensors and instrumentation (thinfilms, thermocouples, pressure modules, hot-wires, etc). 

The HHRNT will operate in a flexible mode with the capability of running 6 – 12 

times/day over a range of test conditions to enable in-depth studies of complex 

aerothermodynamic phenomena, development of Computational Fluid Dynamics validation 

databases, and parametric screening and analyses of proposed hypersonic vehicle configurations. 

The HHRNT will thus provide a fast-paced Research & Development oriented facility to 

supplement larger national hypersonic assets operated by DoD that are targeted at productionlevel Testing & Evaluation programs.
40

The HHRNT capabilities will supersede those of the current 20-Inch Mach 6 Air Tunnel 

(in Bldg 1247) and the 31-Inch Mach 10 Air Tunnel (in Bldg. 1251) by a factor of approximately 

3 in length-Reynolds number, as well as providing a bridging capability at Mach 8 for which 

NASA has no equivalent. Thus, following completion and operational performance validation of 

the facility, the existing facilities could be closed.

Requirements for an engineering study are being formulated in order to determine the 

infrastructure and design options for the HHRNT and to establish cost metrics on the operational 

characteristics. Trade-offs to be evaluated include reuse of existing hardware (mainly that of the 

mothballed 18-Inch Mach 8 Quiet Tunnel in Bldg 1247) vs. fabrication of new components; the 

feasibility of maintaining the desired test core size and Reynolds number range at each Mach 

number; implementation of the multiple-Mach number capability through separate legs or 

interchangeable nozzles, as well as the number of legs to be developed vs. retention of existing 

facilities; and the use of nitrogen in place of air as the test gas. Pending the results of the 

engineering study, the revitalization plan will presume that the HHRNT will either be a 

repurposed Mach 8 tunnel or a new tunnel, if funding permits, that will be located in a vacant test 

cell in B1247.

3.4.6 Multi-Gas Hypersonic Aerodynamic Tunnel (proposed)

The 20-Year Revitalization Plan recognizes the need for a Multi-Gas, Hypersonic 

Aerodynamic Tunnel (MGHAT) to support future agency mission work in planetary entry, 

descent, and landing. However, the plan does not baseline this capability as part of the center 

investments. Further advocacy for this facility will be required to secure project funding, with 

the expectation that multiple fund sources will most likely be required for successful advocacy. 

The MGHAT will be used to study the effects of different planetary atmospheres on the 

hypersonic aerodynamics of entry vehicle configurations (including force-and-moment 

measurements, RCS performance and interactions, aeroelasticity of inflatable/deployable 

aeroshells, etc) at low to moderate Reynolds numbers. The facility will be designed to use a 

variety of test gases to simulate different planetary and satellite atmospheres; e.g. Air for Earth, 

CO2 for Mars/Venus, He for gas giants, CF4 (for approximation of reacting air), etc. The 

thermodynamic properties of these gases produce different flow fields at equivalent Mach 

numbers, which directly affects an entry vehicle’s aerodynamics performance.

Operational requirements for this facility are being generated based on input from 

interested users – primarily the planetary exploration community. The operational MachReynolds number range of this facility will be a function of each test-gas, but focused toward 

lower hypersonic Mach-Reynolds numbers (e.g. towards peak dynamic pressure on a trajectory) 

where boundary-layer transition is not an issue, as well as towards lower densities (for better 

simulation of RCS and thruster performance and interactions). 

Component development will be required to develop nozzles suitable for use with each 

test gas, a model injection system, and gas storage and handling facilities for non-air testing. 

Where feasible, components from the decommissioned 20-Inch Mach 6 CF4 Tunnel will be 
41

employed in the development of this facility. The most likely location for the MGHAT will be 

in a vacant test cell in B1247.

3.4.7 Arc Heated Scramjet Test Facility Upgrade

The Arc-Heated Scramjet Test Facility (AHSTF) will be upgraded to achieve two 

primary objectives; (1) expand the operating envelope to cover Mach 2.5 to 4 flight simulation in 

the semi-freejet test mode and (2) improve the flow quality, reduce the test condition uncertainty, 

and improve test repeatability.

The current AHSTF operating envelope covers Mach 5 to 8 flight (albeit at limited 

dynamic pressure due to power and pressure limitations) in the semi-free jet test mode (facility 

nozzle exit condition simulates conditions downstream of vehicle forebody oblique shock waves) 

utilizing facility nozzles that produce Mach 4.7 and 6 flow at enthalpies corresponding to Mach 5 

to 8 flight. The AHSTF is also capable of simulating Mach 5 to 8 flight conditions in the directconnect test mode (facility nozzle exit condition simulates scramjet combustor entrance 

conditions). Currently the Combustion Heated Scramjet Test Facility (CHSTF) provides semifreejet test mode flight simulation in the Mach 3 to 6 range and the Direct Connect Supersonic 

Combustion Test Facilities (DCSCTF) provides direct connect test mode flight simulation in the 

Mach 3 to 7 range. The CHSTF and DCSCTF, aka Test Cell 1 & 2, are located in building 1221 

which is slated for demolition in the 20 year plan (Section 3.4.1). Thus, expanding the AHSTF 

operating envelope recovers an experimental capability in the Mach 2.5 to 4 flight simulation 

range. The required AHSTF upgrades to achieve this capability includes procuring semi-freejet 

facility nozzles and the associated plenum/mixing chamber, as well as pressure and flow rate 

upgrades to the air delivery system. Under the current ViTAL budget a minimum of one facility 

nozzle (for Mach 4 flight simulation) will be procured. As budget allows, an additional facility 

nozzle for Mach 2.5 flight simulation will be procured. A plenum-nozzle adapter flange will be 

fabricated to allow existing DCSCTF direct-connect nozzles to be utilized. 

Toward the second objective to improve flow quality, reduce test condition uncertainty, 

and improve test repeatability, the effort will be focused on the expanded lower-Mach 

simulations because available budget does not support improvements at the existing higher-Mach 

conditions. The motivation for these improvements is to improve fidelity and to reduce and 

better quantify experimental uncertainty. While this is important for all experimental objectives 

the focus is on computational fluid dynamic (CFD) code development, verification and 

validation. To improve flow quality (reduce undesirable facility nozzle exit flow profile) a new 

plenum will be designed and fabricated with stricter flow quality requirements, facility nozzle 

contours will be developed with state of the art design methods and CFD codes, and the nozzle 

will be designed and material selected to minimize thermal distortion, especially in the throat 

region. To reduce test condition uncertainty a nozzle exit calibration system consisting of pitot 

and static pressure and total temperature probes mounted on an automated flow survey apparatus 

will be procured to allow routine nozzle calibrations. To improve test repeatability an improved 

math model of the air delivery system will be developed. This will be used to derive 

requirements for the pressure and flow rate upgrades as well as to develop more repeatable test 

conditions.
42

3.4.8 Small Anechoic Jet Facility

The Small Anechoic Jet Facility (SAJF) will be moved from its current location in B1221 

into a vacant test cell in B1247. As part of this relocation, the SAJF will be upgraded to expand 

its capability into a premier, low-TRL jet noise research facility. Currently, the SAJF can only 

test a single jet stream at limited temperatures due to minimal exhaust fan capability. However, 

realistic jet engines typically have both a hot core and a cooler bypass stream, characteristics 

which have a significant impact on jet noise. In addition, the anechoic chamber surrounding the 

jet apparatus is too small for adequate far-field noise measurements. Thus, the plan is to add a 

second jet stream while simultaneously enlarging the surrounding anechoic chamber. The 

planned upgrades also include improvements to the exhaust fan capability by replacing the 

fan/motor and enlarging the exhaust duct size. This would allow the full capability of the 

existing core stream heater to be realized and result in a realistic co-flowing flight stream (to 

simulate forward flight effects). The facility will also need a new data acquisition system and 

control room. These changes would make SAJF a leader among low-TRL jet noise research 

facilities. An engineering study will be conducted to determine the infrastructure requirements 

for the upgraded SAJF and the best location in B1247 for the new facility.

3.5 Rehab B1230 (2014, approved in agency CoF Program )

3.5.1 Project Overview

The personnel and associated laboratories in B1200 dedicated to advanced sensing and 

optical measurements research will be moved from B1200 into B1230 once that space is 

renovated. A CoF project for FY14 has been approved pending the FY14 budget appropriation. 

The details of this project are summarized in Figure 14. Once B1200 is vacated and demolished, 

the center expects to save $0.5M annually on building maintenance and utility costs and reduce 

the center CRV by $35.8M. Demolishing B1200 will reduce the center footprint by 28,000 sq. 

ft. and without any increase in footprint. 

Figure 14 Summary of Project Details for B1230 Rehab
43

3.6 Upgrades to Compressor Station and Electrical Distribution Infrastructure (2014-2018, 

in CoF advocacy)

3.6.1 Project Overview

The center will advocate for CoF funding to upgrade the compressor station and electrical 

distribution system infrastructure. See figure 15.

Figure 15 Summary of Project Details for Compressor Station and Electrical Distribution 

System Upgrades

3.6.2 Compressor station

Since 2004, LaRC has invested an average of $3M per year in maintenance and utility 

(M&U) funding on a variety of Compressor Station projects addressing structural damage in the 

foundation, compressor refurbishment, and equipment replacement. However, the results of these 

projects are at best unclear as the operation log for 2008-2010 indicates that at no time were 

there more than 3of 6 compressors in operation, and for the majority of the operations since 

April 2008, the Compressor Station has been generating high pressure air using only one 

compressor at a time with no available backup, resulting in a high risk of not being able to meet 

requested air demands. At times when only one compressor was operational, 3rd shift operations 

were utilized to keep up with air supply demands.

Investments since 2004 have improved reliability, and analysis shows that the mean time 

between failures (MTBF) for the combined compressor systems increased from 37 hours in 2005 

to 134 hours by the end of 2010. Although noteworthy, this improvement is more than an order 

of magnitude lower than the MTBF of a new compressor (2400-2600 hours). Furthermore, the 

notion that the compressors can last indefinitely, if well maintained and continually upgraded, is 

not credible because the existing equipment is operating well past its design life. Maintenance 

and repair costs will continue to escalate due to increasing failure rates and extended downtimes 

are expected due to obsolete equipment and unobtainable parts. 

Given the occurrence of high-cost failures, even following compressor overhauls, future 

major failures should be anticipated if the compressors are not replaced. The NASA Safety 

Center (NSC) studied this issue for Langley and recommends a multi-phase compressor 
44

replacement strategy which will lead to sustainable operations through significant improvements 

in reliability, availability, and the probability of meeting the air demand. The NSC analysis 

shows that investing in new compressors will significantly increase the system availability, 

reliability, and capacity, which in turn will increase the ability to meet air demand. Expressed in 

terms of a reduction in the probability of failing to meet demand (1 in 5 days to 1 in 37 days), the 

improvement is about 700 percent. Similarly, a compressor replacement strategy will improve 

the operational availability of the facility more than 1000 percent, expressed as a reduction in 

system unavailability (1 in 40 to 1 in 500 days). 

The revitalization plan calls for a CoF project to replace the current compressor station 

infrastructure in a phased approach consistent with likely yearly funding available in the agency 

CoF program. The cost of the Phase 1 investment is estimated at $15M, with each additional 

phase estimated at approximately $12M. 

3.6.3 Electrical Distribution System

LaRC has invested millions of dollars over the last several years in an attempt to address 

the reliability issues associated with the electrical distribution system. Many components of the 

system are well in excess of their design life including 40-50 year old substations and 80 year old 

cabling. To date, the approach has been to replace in kind those components of the system 

which have either failed or are most at risk for failure. However, the significant transformation 

of the center due to new construction of the New Town buildings and consolidation/demolition 

of existing buildings, have required LaRC to consider a more effective and efficient way to 

address the persistent electrical distribution problems. In 2011, a study was commissioned to an 

engineering firm with expertise in the design of large electrical distribution systems. The study 

recommended a gradual transition from the existing 2400 volt class system to a higher 22,000 

voltage class system. This multi-phase transition will allow for the elimination of the 2400 class 

of equipment, and greatly reduce the amount of 6600 volt class of equipment. This flattening of 

the electrical distribution system will reduce the number of equipment failures by eliminating the 

number of components, and reduce the maintenance required for the system.

Advocacy has been developed for a new CoF project to perform a gradual transition from 

the existing 2400 volt class system to a higher 22000 voltage class in support of Center 

revitalization efforts. The project calls for the construction of three new distribution loops to 

include 25 kV switches at the Taylor and Warner substations, 25 kV switches at the S2 and DL 

substations, and 25 kV switches at the Moffett and Ames substations. It is anticipated that New 

Town building 2, the Integrated Engineering Services Building, will be the first facility to 

connect to the new distribution system. The new system will be right sized consistent with the 

20-year revitalization plan and will provide a robust and efficient electrical distribution system to 

meet the future needs of the center.
45

3.7 New Town Phase 3 (NT3) – Measurement Sciences Laboratory (2015 groundbreaking, 

funded in 2012 for design phase by agency Recapitalization Program, commitment to fund

construction in 2015)

3.7.1 Project Overview

New Town building 3, the Measurement Sciences Laboratory, will be the first laboratory 

constructed as part of the 20-Year Revitalization Plan. The details of this project are 

summarized in Figure 16. This building has been approved for construction beginning in FY15 

as part of the agency Recapitalization Program and Langley has received funding to develop the 

detailed design. This activity is currently underway. When completed, various personnel from 

the Engineering Directorate and Research Directorate will be housed in the Measurement 

Sciences Laboratory. Buildings 1202, 1220, and 1299 will be vacated and demolished as part of 

the project plan, thus reducing the center footprint by approximately 200,000 sq. ft . But before 

these buildings can be vacated, several laboratories and facilities will have to be relocated. 

These details are described in section 3.7.3 below. After completion, this project will save 

$1.3M in yearly maintenance and utility costs and will reduce the center CRV by $86.5M. 

Figure 16 Summary of Project Details for New Town 3

3.7.2 New Town 3 Building Construction Phase (2015 groundbreaking)

3.7.2.1 Building 3 Overview

The new Measurement Sciences Laboratory (MSL) is approved for funding in FY2015 

and the design process will begin late in FY2012. Figures 17A and 17B show planning sketches 

of the building. This project is scheduled to be substantially completed in June 2017 and lab 

equipment and personnel relocations to the facility completed in Jan 2018. The building is the 

first laboratory in the ViTAL/New Town plan and represents a significant consolidation of 

Laser/Lidar and Electromagnetic technical capabilities within the Research and Engineering 

organizations. This building will be approximately 120,000 sq. ft. in size and located at the 

North end of the Center Core Area. The building will be 3 floors high, with most of the labs and 

offices on the first two levels and a few labs on the 3rd-floor level requiring roof top and side 

optical access. 
46

Project design drivers for this project, in priority order, are:

1. Interior Environment – Optimize efficiency of laboratory operations & collaboration

2. Flexibility - Adaptable to future lab and personnel changes

3. Sustainability – Providing energy efficiency and environmental friendly features to 

attain a Leadership in Energy and Environmental Design (LEED) silver certification

4. Building Image and Identity – Exterior and interior elements designed to portray 

cutting edge research, science, and engineering

The new MSL will be a showcase design for state-of-the-art laboratory space to achieve 

maximum building efficiencies and use a “corridor” concept for utility distribution. The MSL 

will be designed for modular wet and dry bench research space and specialized space for 

numerous critical facilities, such as Electronics, Chemistry, Lasers, Class 100 to Class 100,000 

Clean Rooms, Electromagnetic Radiation, and Instrument/Equipment High Bay Areas. The 

individual labs will use standard modular sizes at least 12 ft. in width to accommodate flexibility 

of layout and to accommodate laboratory equipment. The labs will be designed for optimum 

interdisciplinary interactions among branch and lab personnel. The labs will have quality work 

spaces through the use of humidity and temperature control, natural light, materials resistant to 

damage, durable finishes, and attractive furnishings. The MSL will create a space where people 

will want to come and work, attracting the best scientists and engineers. The lab will incorporate 

functions from 4 branches in the Engineering Directorate and 2 branches in the Research

Directorate.

Figure 17a Schematic of New Town 3 building floor plan, level 1
47

Figure 17b Schematic of New Town 3 building floor plan, level 2

3.7.2.2 Construction

The implementation plan for the NT3 Measurement Sciences Laboratory is to use a 

design-bid-build approach and award a construction contract through GSA using funds from 

NASA’s recapitalization program. The final design will be completed and signed-off as 

architect-of-record by the New Town long term A/E (AECOM). The estimated design,

construction and outfitting cost is $93M.

3.7.2.4 Demolition

The demolition includes two buildings on the construction site: buildings B1213 and 

B1192 to be demolished in FY14 (also included in NT2 list) and 3 buildings whose functions are 

moving into the New Town 3 laboratory. These are buildings B1202, B1220, and B1299. The 

total area of the last group of building is 200,000 GSF. 

3.7.3 Measurement Sciences Facilities Upgrades (2012, and as funds become available)

3.7.3.1 Experimental Test Range – B1299F Renovation

The Experimental Test Range (ETR), B1299F, will be renovated to increase the 

center’s radio frequency and microwave test capability. This capability to conduct far field 

electromagnetic scattering and antenna experimental research in a large quiet zone volume will 

allow Langley to perform cutting edge measurements for years to come.

The renovation plan includes the purchase of an overhead bridge crane for the model 

handling area and a state of the art electronic measurement system in fiscal year 2012. Prior to 

the abandonment of the current Low Frequency Antenna Facility in B1299, the existing 
48

Precision Network Analyzer based antenna measurement system and the multi axis positioner, 

located there will be moved to ETR. The decision was made to reuse most of the near state-ofthe-art 6 year old measurement hardware, as this will significantly reduce the procurement cost 

of the new radar that will be purchased and installed in the new ETR. The antenna positioner 

can be retrofitted with a taller mast to accommodate the larger size needed in ETR. The center’s 

planned chamber refurbishment and upgrades in fiscal year 2014 will complete the ETR 

renovation. This refurbishment will include replacing much of the anechoic absorbing material, 

the antenna feed system and a model support system. The new test capability in B1299F will 

replace both the Compact Range Test Facility and the Low Frequency Antenna Range currently 

located in B1299. ETR’s measurement specifications will surpass the capabilities of both of 

these existing anechoic facilities in B1299.

3.7.3.2 EMI/EMC – Relocation to B1250

The existing Electromagnetic Compatibility and Interference (EMC/EMI) anechoic 

chamber and control room used to qualify space hardware per MIL-STD-461 and aircraft 

avionics per RTCA-DO-160 for electromagnetic interference housed in the rear high bay area of 

B1220 will be relocated to B1250 so that this test capability is co-located with the Environmental 

Test Laboratory where space-based science instruments and other spacecraft payloads undergo

integration, processing, and flight qualification testing for compatibility to the space 

environment. The current EMC/EMI chamber, control room, and ancillary infrastructure will be 

disassembled and then rebuilt in the new B1250 location. Considerable site preparation will be 

required to house the EMC/EMI chamber. A study is underway to determine the engineering 

requirements for the re-location. 

3.7.3.3 HIRF and SAFETI lab Relocation to NT3

The Systems and Airframe Failure Emulation Testing and Integration laboratory 

(SAFETI) and the High Intensity Radiation Facility (HIRF) located in B1220 will be moved into 

the new Measurement Sciences Laboratory. SAFETI is a variety of interconnected facilities and 

laboratories that includes an integrated avionics development test bed where proof-of-concepts 

experiments are conducted. The HIRF facility provides electromagnetic interference and 

compatibility testing including high RF upset measurements, 3 reverberation chambers, and with 

test capability ranging from 10 KHz to 18 GHz.

3.7.3.4 AIRSTAR and MOS to B1244

The Airborne Subscale Transport Aircraft Research (AirSTAR) flight test facility is a

subscale flying test bed supported by a mobile (van) flight operations control station (MOS) for 

ground support. AirSTAR conducts flight research using various sub-scale models with the

supporting hardware/software infrastructure, remote piloting of subscale aircraft, and 

autonomous vehicle flight monitoring and safety controls, flight control algorithm 

implementation and evaluation, data/video telemetry, data archiving, and audio communications. 

B1220 provides the current home base location for AirSTAR and includes a workshop for 

systems development and refinement. The home base for AirSTAR and the MOS will be 

relocated to the Langley hangar, B1244.
49

3.8 Data Center and High Density Office Space – B1194 (2017, in CoF advocacy)

3.8.1 Project Overview

The B1194 renovation project includes creating a new data center and high density office 

complex. The details of the project are summarized in Figure 18. Once completed this project 

will allow the co-location of numerous center personnel in buildings 1209 and 1268, and will 

relocate and consolidate the computer data centers currently housed in B1268. B1209 will be 

demolished and the vacated space in B1268 will be repurposed. While the net yearly cost 

savings will be modest, only about $0.4M net, the project will significantly reduce the center 

footprint by 67,500 sq. ft.

A CoF advocacy package has been developed to renovate the B1194 Floyd L. Thompson 

Technical Library into a mixed-use facility consisting of a consolidated Center-wide data center 

and high-density office space. This three story structure totaling approximately 50,000 sq. ft., 

was originally constructed in 1942, and includes two additions executed in the 1985-90 time 

period. The renovation will pursue U.S. Green Building Council (USGBC) Leadership in 

Energy and Environmental Design (LEED) silver certification at a minimum. The preliminary 

renovation plan includes modifications to maximize the usable space inside the existing building 

shell, including extending the 2nd floor across the width of the building. A detailed internal 

center study is underway to support the CoF process.

In 2011 LaRC’s Office of the Chief Information Officer commissioned a study of LaRC 

data centers focused on consolidation in support of the President-endorsed OMB mandate to 

improve data center efficiency and effectiveness. The OMB mandate requests that ninety percent 

of data centers be consolidated within one year, with the remainder to be consolidated the 

following year. The LaRC study identified 37 data centers (including the Science Mission 

Directorate’s Atmospheric Science Data Center) that could be consolidated into a single location 

allowing for advanced monitoring systems resulting in improved efficiencies in the areas of 

power consumption (decreasing the center’s Power Use Effectiveness from 3.0 to 1.6), cooling 

and humidity control requirements, reliability and capacity optimization. At present there is no 

single facility at LaRC with the necessary infrastructure and 18,000 sq. ft. necessary to meet the 

full requirements for consolidation. Building 1194 is the prime candidate for renovation in 

support of the OMB mandated data center consolidation effort as it is structurally sound, 

underutilized, and located within the Center’s core campus area. 
50

Figure 18 Summary of Project Details for B1194 Rehab and Data Center

3.9 New Town Phase 4 (NT4) – A. Materials/Nanotechnology Research Laboratory and B. 

Flight Dynamics Laboratory (2018 groundbreaking, included in agency Recapitalization

Program planning, 4B contingent with Data Center CoF)

3.9.1 Project Overview

The New Town phase 4 (NT4) project plan includes two new center research and 

development facilities, including a new materials research laboratory for conducting nanoscale 

materials research and a new flight dynamics facility to replace the aging vertical spin tunnel. 

The project details are given in Figure 19. Once completed, 7 buildings will be demolished, thus 

reducing the center footprint by 147,000 sq. ft. and reducing the CRV by $89.7M. In addition, 

the personnel and laboratories of the nondestructive evaluations sciences branch will be relocated 

in the new building and the vacated space in B1230B will available to be repurposed.

Figure 19 Summary of Project Details for New Town 4

3.9.2 Future plans for the structures and materials assets

The new Materials/Nanotechnology Research Laboratory will be located in close 

proximity to the current materials and structures complex, buildings 1293, A, B, and C; and the 

two adjoining buildings 1148 and 1205. The plan calls for the materials labs in B1293C to be 

relocated in NT4 and B1293C will then be abandoned and eventually demolished. The high bay 

area of B1293B, originally designed for structural dynamics, and the 16 meter vacuum sphere 

adjoining B1293A will be retained. Likewise, many small research laboratories around the 
51

perimeters of the high bay areas in B1148 and B1205 will be relocated into NT4. The 

capabilities in the Materials Processing Laboratory in B1267A and the Composite Model Shop in 

B1238A and B will also move into NT4 combining the RD composite materials processing and 

ED composite test article development facilities into an integrated capability. Buildings 1267A, 

1238A and B will be abandoned and eventually demolished. 

The high bay areas of B1148 and B1205, each recently renovated, will be retained. 

Likewise, the remote structures test facilities in B1256, Combined Loads Structures Test facility 

(COLTS), and B1256C, the thermal structures lab will be retained. The Landing and Impact 

Research (LandIR) facility, commonly referred to as the “gantry”, will be retained in the near 

term. However, the future work load for this facility is uncertain and the center holds a lien that 

requires a considerable investment to maintain an adequate corrosion prevention and control 

program. The center will soon have to decide on the future of LandIR. If the decision is to 

maintain the LandIR indefinitely, then B1297 needs to be renovated. Consideration should also 

be given to the future uses of B1262. One option is the relocate the personnel offices in B1297 

into B1262, then B1297 can be repurposed to retain only the LandIR control room and rear 

laboratory space. The revitalization plan does not render a final decision on the future of the 

LandIR.

3.9.3 New Town 4A Overview – Material/Nanotechnology Research Laboratory

The research requirements for the Materials/Nanotechnology Laboratory include the 

capability to experimentally explore and validate computational simulations at multiple length 

scales and time scales, perform precise fabrication of material/structural components by 

advanced additive manufacturing methods such as 3-D printing and potentially self-assembly 

and other versions of molecular manufacturing, and the ability to characterize the material “state 

awareness” at the atomic/molecular scale and the meso- and micro- scales. The laboratory

requirements will include quantum and atomistic characterization of materials, well controlled 

environments and advanced in-situ nondestructive evaluation methods to conduct

multifunctional testing of materials/structures, vertical integration of materials development from 

atoms-to-structures coupled with computationally guided materials/structures/systems design 

capability, automated test methods including materials characterization and microscopy, and 

advanced manufacturing to achieve multifunctional tailored microstructures.

 

3.9.4 New Town 4B Overview – Flight Dynamics Laboratory

The Vertical Spin Tunnel (VST), operating in concert with the 12-Foot Low Speed tunnel 

co-located on the Langley East side, gives NASA and the Nation a unique experimental 

capability for flight dynamics research and other unique testing needs. The large subsonic test 

sections of these two tunnels can accommodate all manner of flight vehicles at high angles of 

attack, blunt bodies, and non-traditional test articles such as wind turbines and solar panel arrays. 

The VST is the only tunnel in the U.S. capable of conducting dynamically-scaled model tests for 

aircraft in spin and spin-recovery (safety of flight) conditions, which is still far beyond the 

capability of CFD to predict. In addition, the VST has been and will continue to be used 
52

extensively for planetary entry, descent, and landing vehicle dynamic stability using 

dynamically-scaled models; static, forced oscillation, and rotary balance dynamic testing; and 

parachutes and other inflatable deceleration concepts. It is essential that this unique test 

capability be retained for future NASA missions. However, the VST and 12-foot tunnels are 

among the oldest tunnels at LaRC, well over 70 years old, and are also located on the Back River 

in a flood-prone area on the East perimeter of Langley Air Force Base, the original location of 

Langley Research Center prior to expanding to the West side in the 1940’s. The revitalization 

plan has baselined a new vertical spin wind tunnel that will combine the capabilities of the VST 

and the 12-Foot tunnel and proposes to locate the new tunnel on the core campus adjacent to 

B1212 and the 14’x22’ tunnel. This location allows the use of an existing flight dynamics 

laboratory in B1212 that supports flight dynamics testing in the 14’x22’ tunnel, and thus, 

obviates the need for a new support building, and enables four buildings on the East side to be 

demolished once the new facility if fully operational.

Two options are under consideration. The first option is to design and construct a new 

Vertical Wind Tunnel adjacent to B1212. A single new facility can be built that will have 

significantly more capability than the combined capabilities of the current VST and 12-Foot to 

enable future NASA research and missions. The second option is to consider adapting an 

existing commercial Free-Fall Simulator Tunnel, normally used for sky diving practice, also to 

be located on the West side adjacent to B1212. Highly capable free-fall simulator tunnels have 

been constructed world-wide within the last fifteen years, and are approaching the test section 

size needed for a VST/12-Foot replacement. This option could be a considerably lower capital 

investment cost relative to custom-designed facility. Detailed engineering studies are underway. 

In the event that the B1194 Rehab CoF project, section 3.8, is not selected for funding by 

the agency, the new VST proposed for New Town phase 4 will be replaced with a new data 

center. This would leave the existing VST and 12-Foot tunnel on the East side vulnerable to the 

high cost of ownership and deteriorating condition. In this event, program funding will be sought 

to cover the cost of the new VST. If program funding is not forthcoming, the center may 

exercise the option to render the VST and 12-Foot tunnels to the status of run-to-failure.

3.10 New Town Phase 5 (NT5) – Flow Physics Research Laboratory (2023 groundbreaking, 

in agency Recapitalization Program planning)

3.10.1 Project Overview

A new state-of-the-art flow physics research laboratory is baselined for New Town phase 

5. This new laboratory will house a new mid-scale trisonic wind tunnel. The details of the 

project plan are summarized in Figure 20. After completion of this project, Buildings 1214 and 

1251 can be vacated and demolished. The net savings to the center will be quite large, with a 

projected yearly savings of $3.1M in maintenance and utilities costs. The center deferred 

maintenance will be reduced by $30M and the CRV by $325.8M. In addition, the center 

footprint will be reduced by 197,000 sq. ft. after demolition of B1251.
53

Figure 20 Summary of Project Details of New Town 5

The core of the new flow physics laboratory is a proposed trisonic wind tunnel. The 

objective of the trisonic tunnel is to fill the gap in the Mach number and test section size among 

the existing LaRC facilities. Subsonic Tunnels like the 14’-by-22’ and BART provide testing 

capability from M=0.05 to 0.3. Transonic tunnels like the TDT, NTF, and 0.3 M Cryogenic 

tunnel cover M=0.2 to about 1.2. While the TDT and NTF are large enough, they are too costly 

to operate, have limited optical access into the test section, and do not possess the superior flow 

quality needed for a research facility. Likewise, with the closure of the UPWT supersonic tunnel, 

the 20” Supersonic tunnel does not provide adequate test capability to evaluate advance vehicle 

concepts. Several years ago, a conceptual study was conducted to provide a first iteration design 

and cost estimate for a versatile, easy to operate, multi-purpose research tunnel. The conceptual 

design called for three interchangeable test sections to provide subsonic, transonic, and 

supersonic test capability. A schematic of the CAD drawing of the “trisonic” tunnel from this 

study is shown in Figure 21. 

The trisonic tunnel will be a unique facility with high quality flow characteristics designed to 

permit basic flow physics research and flow control concept development studies covering the 

Mach range of 0.1 to 1.5 with a 4’x5’ test section. In addition to basic flow physics research, the 

trisonic tunnel will be used for screening and development of advanced aircraft configurations 

and space transportation vehicle concepts. The desired tunnel capabilities include:

• Autonomous, efficient operations with minimal staff (2-4 people);

• Maximum optical access to the test section to facilitate state-of-the-art nonintrusive flow 

field diagnostic measurements;

• Multiple test sections: subsonic, transonic, and supersonic operations each covering 

Semi-span, 3-D and 2-D testing capability; 

• Advanced Data Acquisition System and other advanced instrumentation 

It is highly desirable that the new trisonic tunnel will provide the ability to test new flexible and 

maneuverable concepts for new vehicle configurations. A critical requirement of the tunnel is 

that the potential loss of a test model should not result in the loss of tunnel from debris. In 

addition, the tunnel will be expected to run for long periods continuously and hence must have 

the ability to hold flow parameters (Mach number, Reynolds number, temperature) steady over 

long periods of time. It is also desirable that the tunnel will have good acoustic characteristics so 

that aeroacoustic research can also be conducted in the tunnel. However, an anechoic chamber 

surrounding the test section, coupled with the requirement that the facility efficiently operate 

over the entire speed range in both open and closed test section modes, might be prohibitively 

expensive. So a companion study will be conducted to assess the merits of splitting the trisonic 
54

tunnel into two tunnels, one with an open test section for aeroacoustic and other low speed 

testing, the other tunnel having a closed test section that allows high speed testing. 

 

Figure 21 Schematic of proposed trisonic research wind tunnel

3.11 New Town Phase 6 (NT6) – Integrated Systems Development (2028 groundbreaking, 

in agency Recapitalization Program planning)

3.11.1 Project Overview

The final project phase of the revitalization plan is New Town phase 6. New Town 6 will 

be an integrated systems development building and will co-locate the center’s engineering, 

environmental testing, and fabrication capabilities. The details of the project plan are 

summarized in Figure 22. After completion of the new building, 4 exiting building will be 

vacated and demolished thereby reducing the center CRV by $77.9M and the footprint by 

199,000 sq. ft. This phase will complete the consolidation of the center’s engineering workforce 

and laboratories into the central core campus.
55

Figure 22 Summary of Project Details for New Town 6

The new Integrated Systems Development building will consolidate the following facilities and 

laboratories:

• Aeronautical Systems (B1230)

• Mechanical Systems Design and Analysis (B1209)

• Integration and Environmental Test (B1220 and B1250)

• Casting (B1237A)

• Combining RD composite materials processing and ED composite test article 

development capabilities will maintain Langley as the Agency’s Composite Center-ofExcellence;

• Fabrication Shop and Additive Manufacturing (B1232A)

• Machine Shop (B1225)

The new Integrated Systems Development building will provide the following capabilities:

• Provides the capability to design, develop, and manufacture hardware across the 

Technology Readiness Levels “under one roof”;

• Facilitates integrated research, design, analysis, development, manufacturing, and testing 

activities;

• Encourages collaboration between structures and materials researchers, engineering, and 

fabrication personnel to develop state-of-the-art metallic and composite hardware;

• This new flexible facility (e.g., work spaces, environmental controls, utilities, structures) 

enables Langley to quickly respond to new and existing mission requirements;

• Expertise gained by in-house systems development, integration and testing is essential to 

LaRC’s ability to develop viable instrument and technology demonstrator concepts, have 

successful mission proposals, and manage in-house or contracted projects.

A schematic of the notional facility layout is shown in Figure 23.
56

Figure 23 Facility Layout for the Integrated Systems Development Building

3.12 Center Map: current (before) and future (after Revitalization)

When completed, the 20-year Revitalization Plan will result in 6 new buildings, with 4 

buildings being state-of-the-art laboratories, 12 major buildings undergoing rehab or being 

repurposed to improve the center’s technical capability, and 24 current buildings will be rendered 

obsolete and demolished. Figure 24 shows the current buildings comprising the core campus

(central campus on the West side) of the center; and Figure 25 shows the transformed center after 

completion of the revitalization plan. The center foot print will be reduced by about 1.21 M sq.

ft., a 24% reduction over the current baseline, and a $1.1 B reduction in the current replacement 

value (CRV), a reduction of about 33% relative to the current baseline. The resulting center will 

have a more centralized campus that will safely and efficiently facilitate pedestrian traffic among 

the building, and ample parking will be available around the perimeter of the central campus.
57

Figure 24 current center map (before revitalization)

Figure 25 future center map (after revitalization)

3.13 Summary: 

3.13.1 Future Plans for the LaRC Wind Tunnels

Wind Tunnels have played a prominent role in the mission of Langley throughout its rich 

95 year history with the opening of the NACA’s first wind tunnel laboratory at Langley Field in 

1917. Indeed, the identity of Langley and the skyline of the center is often defined by its major 

wind tunnels. And even though many wind tunnels at Langley, and throughout the agency and 

nation, have been rendered obsolete and closed over the past several decades, wind 

tunnel development testing and experimental research remains an essential element in our 

center's aerodynamics, aerothermodynamics, hypersonics, and acoustics core capabilities. The 

center leadership is fully committed to effective stewardship of our aerosciences core 

competency so that LaRC remains the lead NASA center for aerodynamics R&D, as it has been

throughout its rich and distinguished history.
58

The 20-Year Revitalization baseline plan includes 15 wind tunnels, with at least three

planned in every speed regime, including the new trisonic tunnel that is baselined in the New 

Town 5 flow physics laboratory. (The Revitalization Program Office is also considering 

switching the order of New Town phases 4 and 5 to obtain the new tunnel sooner, perhaps in the 

2018 quadrennial, but that decision would not be made until after we learn the future of the new 

data center that is being proposed as part of the building 1194 rehab in FY16 or FY17.)

LaRC Tunnels in ViTAL Plan:

The ViTAL plan includes 15 tunnels: 13 current and 2 new tunnels; plus 2 additional tunnels 

contingent on program funds

Current tunnels to be upgraded or repurposed (section 3.4) 

4 subsonic tunnels: VST & 12' LST, 14x22, BART

3 transonic tunnels: NTF, TDT, 0.3M, 

2 supersonic tunnels: 6”x10” SLDT, 20” SWT

5 hypersonic tunnels: 8FHTT, M8 VDT repurposed to replace 31” M10, 20” M6, M6 NTC

repurposed to quiet flow tunnel, and AHSJTF

New Tunnels included in ViTAL baseline plan (sections 3.9 and 3.10):

1 new trisonic tunnel (with subsonic, transonic, and supersonic 4’x5’ test section)

1 new flight dynamics research facility to include new improved capability to replace the VST 

and 12' LST

New Tunnels contingent on program funds (section 3.4):

• Multi-gas, Hypersonic Aerodynamic planetary atmosphere tunnel for EDL, plan is to 

repurposed CF4 tunnel

• State-of-the-art aeroacoustic wind tunnel; move or replace LSAWT or add anechoic chamber to 

trisonic tunnel

Proposed Tunnel closures (sections 3.4, 3.9, and 3.10):

The Revitalization plan calls for the following 8 tunnels to be closed: CF4; 12' LST; UPWT, 

31”M10, and the 15”M6 in B1251; and the LSAWT, DCSTF, and CHSTF in B1221

The revitalization plan calls for retaining the 14’x22’ and NTF for the duration of the 20-

year plan and calls for additional investments to enhance the capability of these two tunnels.

Based on the findings of an extensive market survey and the feedback provided in customer 

surveys, these two tunnels are being upgraded to meet the expressed needs of customers who 

may wish to conduct production tests. Upgrades include improvements to the flow quality, data 

acquisition systems, and customer work spaces. The Aeronautics Test Program (ATP), along 

with some Center investments, is primarily funding these upgrades.

The future of the 8'HTT is less clear and will depend on the USAF committing to test 

their hypersonic vehicle development engines at a funding level that will cover most of the 

yearly operational costs. Otherwise, the NASA mission alone may not be sufficient to sustain 

the tunnel.
59

The near-term need for the TDT continues, but the long-term need for the tunnel is 

uncertain. While we expect to be conducting aeroelasticity research and evaluating 

nontraditional airframe configurations such as the hybrid wing body and truss braced 

wing indefinitely, we do not expect industry to test future derivative aircraft in the TDT for 

flutter clearance as they have historically done. The revitalization plan calls for the TDT to close 

"no earlier than 2023", pending availability of the new trisonic tunnel to shift our research over 

to the new tunnel. The revitalization plan advocates for a new investment in the TDT to upgrade 

the antiquated DAS system. This DAS upgrade is currently included in the investment plans of 

the ATP.

Building 1251 will be vacated and will likely be demolished at some future date. The two 

aerothermodynamics facilities (31’ M10 and 15” M6) in B1251 will be closed and new tunnels 

are planned for B1247 using repurposed assets on center to realize significant cost 

containment. The two new tunnels are the High Reynolds Number M8 tunnel (section 3.4.5) and 

a Multi-gas tunnel for EDL (section 3.4.6). The engineering requirements and the detailed costs 

estimates for these two tunnels are under development.

The center revitalization plan does indeed institutionalize major changes in how our 

workforce will execute some aspects of the future NASA mission which will be different than 

how we executed the past mission. The center leadership understands the long-term implications 

of these changes, but is convinced that the changes are reasonable and will not diminish our 

overall ability to execute the NASA mission.

3.13.2 Disposition of the Key Decision Points (see KDPs in Appendix A.)

Provided below is the complete list of KDPs developed for the 17 asset groups. See 

section 2.6 for a discussion of the development of the KDPs. Complete details along with 

various options and the initial ROM investment cost estimates are provided in Appendix A. 

Following the statement of each KDP, the disposition of the KDP is stated in the blue font type 

in parentheticals with a reference to the previous section(s) in chapter 3 where the resolution of 

the KDP has been incorporated into the revitalization plan. It should be noted that several KDPs 

fall outside the scope of the revitalization plan, and therefore, are not addressed within this plan.

1.0 Aerodynamics:

1.1 Project, ATP, and Reimbursable funds inadequate to operate and maintain the UPWT; 

advocate for funding to sustain essential supersonic research experimental capability; (Section 

3.4 and 3.10)

1.2 Market assessment supports (or does not support) a viable external “Production Testing” 

reimbursable funding stream to help sustain tunnels (section 3.13.1, upgrades to NTF, 14X22 

in work; DAS upgrade to TDT in ATP plan) 

1.3 Project, ATP, and Reimbursable funds inadequate to operate and maintain the NTF and/or 

TDT (section 3.13.1, NTF upgrades in work, no future decision proposed)

1.4 Project, ATP, and Reimbursable funds inadequate to operate and maintain the Vertical Spin 

Tunnel, consider run-to-failure or relocate on West Side adjacent to 14x22 to reduce cost of 

ownership. (Section 3.9)
60

1.5 Vacate the East Side? (no future decision proposed) 

2.0 Acoustics:

2.1: Close facilities in B1221 and vacate building. Must replace test capability in Low Speed 

Aeroacoustic Wind Tunnel (Jet Noise Lab). (Must be coordinated with KDP 4.4) (Section 3.4) 

3.0 Aerothermodynamics:

3.1 Funds inadequate to sustain all LAL facilities and/or Center decides to vacate B1251 (Must 

be coordinated with KDP 1.1) (Section 3.4) 

3.2 Funding available to sustain LAL capability and funding available for new facilities in 

B1247? (Section 3.4)

4.0 Hypersonic Airbreathing Propulsion:

4.1 Upgrade Arc-heated Scramjet: Expanded Mach number range (to M2-4) & increased 

dynamic pressure (Section 3.4) 

4.2 Advocate for new state-of-the-art Supersonic Combustion Physics Laboratory; replaces 

current scramjet complex in B1221; (Section 3.4)

4.3 Scramjets in B1221 are abandon because of lack of funding and center decides to vacate 

B1221 (See KDP 2.1) (Section 3.4)

4.4 ATP, FAP/HyP, STP EDL, and DOD funding inadequate to sustain 8 Ft High Temperature 

Tunnel (section 3.13.1, no decision rendered)

5.0 Materials and Structures:

5.1 The future uses of Buildings 1297 and 1262 are tied to the future of the LandIR; 

renovate/rehab B1297 and/or consolidate/vacate these two buildings; make long-term decision 

on corrosion prevention and control program for LandIR. (Section 3.9, no decision rendered)

5.2 Evaluate options to relocate the Nondestructive Evaluation Sciences Labs into existing 

materials and structures footprint. (Section 3.9)

5.3 With the approval of New Town Phase 4 there are significant opportunities to create new 

materials and fabrication laboratories and co-locate structures and materials personnel from ED 

and RD. This new capability will allow further consolidation of existing laboratories and offices, 

and the vacated building can be re-configured or demolished. (Section 3.9 and 3.11)

6.0 Electromagnetics and Software-intensive Flight Systems:

6.1 Vacate Building 1299. Move Electromagnetic Properties of Materials Lab, Photonics Lab, 

and Smart Visual Awareness Lab to New Town #3; and re-purpose B1299F and close the Low 

Frequency Antenna Test Range and the Compact Test Range (Section 3.7)

6.2 Vacate Building 1220. Move HIRF Lab to New Town #3 or suitable alternative, consolidate 

EMI/EMC Lab with the Environmental Test Lab in B1250 or other suitable location, and 

relocate SAFETI lab in suitable alternative location (Section 3.7)

7.0 Systems Development:

7.1 Rehab large structures vacuum sphere (B1295) for new large space structures testing;

(funded, in work) 

7.2 Consolidate EMI/EMC Lab with the Environmental Test Lab in B1250 or other suitable 

location, if new high bay addition is necessary seek program funding; develop new capability for 
61

IR Calibration (B1250), see KDP 8.3 in Sensor Systems; optimize fabrication facilities; 

consolidate Center’s essential composites processing capability into New Town #4, allowing 

B1267 and B1238 to be demolished. (Section 3.7)

7.3 If New Town Phase 6 funds approved, consolidate multiple disciplines and associated 

fabrication labs and environmental test; will allow B1209, remainder of B1250 and B1225 to be 

vacated. (Section 3.11)

8.0 Sensor Systems:

8.1 In New Town Phase 3, integrate associated Laser/Lidar, Remote Sensing, and Flight 

Avionics Labs from B1202; (Section 3.7)

8.2 Develop a new Laser/Lidar Test Range (1Km), current ADLF site meets needs with building 

re-purposed; (funded, in work)

8.3: Develop a dual use Thermal-Vacuum and IR Sensor Calibration (co-locate with 

Environmental Test Lab in B1250 or alternate site) capability if program agrees to fund; (Section 

3.11)

10.0 Langley Aircraft:

10.1 Continue to station Science Research Support Aircraft in-house at Langley: yes/no? (no 

decision rendered)

15.0 Measurement Sciences (flow physics, acoustics, & combustion):

15.1 Relocate the Advanced Sensing and Optical Measurements Laboratories in B1200 to B1230 

after the current rehab is completed, then demolish B1200. (Section 3.5)

15.2 Establish an investment strategy to enable deployment of highest priority methods that are 

Near-Term (research development essentially complete) into the large scale tunnels with 

enhancements to enable rapid reduction of data to measurements of test attributes of interest. For 

deployment to multiple tunnels, some duplication of equipment and cross-training of facility 

personnel is advisable. (not addressed in revitalization plan)

15.3 Advocate for research funding to fully develop highest priority methods that are still under 

laboratory development. For Mid-term methods (development time ~3-6 years, after achieving 

TRL 7, consider field deployment (KDP #15.2). For Long-Term (research and development 

time ~6-10 years) methods, after achieving TRL 5, establish requirements for field deployment 

(KDP 15.2). (not addressed in revitalization plan)

16.0 Compute Infrastructure (computer hardware, networks, software & codes):

16.1: Should LaRC embrace cutting-edge compute capability as a key differentiator, helping to 

lead NASA into the virtual age? Compute can be a key differentiator for LaRC, especially in the 

area of algorithm development. If yes, strategic decisions must be made regarding the following 

factors that will be keys to success:

• Address workforce requirements to assure that the Center has the skill mix and critical 

mass of subject matter experts to institutionalize the KDP. (not addressed in 

revitalization plan)

• Include space for a cutting edge compute facilities in New Town 4 (or rehab to B1194)?

(Section 3.8)

• Consolidate common compute assets, while allowing selected unique capabilities?

(Section 3.8)
62

17.0 Compressor Station: 

17.1 Immediately embark on repair by replacement effort, replacing the existing 3 small 

compressors (#1,2, and 3) with one new large compressor (8 lbs/sec, 6000 psi) reciprocating 

compressor and dryer within 3 years. (Section 3.6)

17.2 Systematically assess remaining compressors over the course of the next 15-18 years using 

a phased approach, the decision on each phase dictated by system capacity reassessment and 

budget. (Section 3.6)
63

4.0 Implementation

The ViTAL Team presented a comprehensive 20-Year Center Revitalization Plan, as 

documented in the first three chapters of this report, to the Langley Center Leadership Council 

(CLC) in the first week of March 2012. Later in March at the annual CLC retreat, the council 

approved the team’s proposed plan and decided to move forward with implementation. Over the 

following two months, Langley made several visits to NASA HQ to consult with the stakeholder 

offices, including the Administrator, and discussed the Langley revitalization plan. These 

discussions reinforced the long-term strategic vision captured within the plan and confirmed the 

validity of the plan as being consistent with agency revitalization guidance and future funding 

expectations. After these consultations, the decision was made to revise the Center Master Plan 

to fully accommodate all the details of the 20-Year Revitalization Plan and to implement the plan 

through the existing functions of the Center Operations Directorate (COD), which has the 

Center/Agency assigned responsibility for the Center Master Plan. This approach assures the 

long-term institutionalization of the revitalization process.

4.1 Program Organization 

A new office, The Revitalization Program Office (RPO), will be created within COD to 

lead the implementation of the plan. The decision was made that the office will have a lean staff 

and will execute the plan through the existing structure of COD. The office will be staffed by a 

Director, Deputy Director, and Program Analyst. The primary function of the office will be to 

serve as the center single point-of-contact (POC) for all aspects of the revitalization plan, which 

includes: 

• Provide leadership within COD for all implementation planning and day-to-day program 

execution; 

• Develop and maintain a resource-loaded project plan with a critical path schedule; 

• Lead all required advocacy for individual project funding, especially when multiple fund 

sources may be required for project execution; coordinate with the normal yearly CoF 

planning process;

• Coordinate all aspects of the New Town construction projects to assure integration into 

the center revitalization plan;
64

• Assure that the center logistics and maintenance plans are administered consistent with 

the revitalization plan;

• Develop and execute a communications plan to assure continued stakeholder awareness 

and engagement in the center revitalization process; 

• Together with the Office of the Director, develop and sustain a “change management” 

center strategy to assist the center workforce in adapting to the changes that will occur to 

the center.

4.2 Management Process 

As the details of the implementation strategy for the revitalization plan emerge, the RPO 

will develop a project plan that will be executed by the existing Center functional offices. This 

project plan will address assumptions, dependencies, and constraints; interfaces to other related 

projects such as those in the Aeronautics Test Program; resource loaded schedules, milestones, 

metrics, and monitoring and control mechanisms; and risk management strategies. It is expected 

that the Center will be apprised of the Revitalization Program execution status through periodic 

reports to the Center Management Council, in a reporting fashion consistent with all other Center 

projects. Because of the complexity and time-critical nature of the New Town building 

construction projects, special New Town reports to the CMC may also be scheduled at the 

discretion of the CMC chair.

The RPO will establish an executive steering panel that will advise the Revitalization 

Program Director in all relevant matters. It is expected that membership on this panel will be 

assigned to the primary Organizations that have direct responsibility for the center’s 

infrastructure. These organizations include Center Operations Directorate, Research Directorate, 

Engineering Directorate, Science Directorate, and Research Operations Directorate. The RPO

should also consider establishing a “subject matter expert” advisory panel with members from 

throughout the Center, to receive periodic input to the revitalization planning and execution

details from the Center’s engineering, research, and technician workforce.

4.3 Budget 

While the Revitalization Program will not have a dedicated budget, it will none-the-less 

have far-reaching responsibility to execute a yearly budget to achieve the project objectives. The 

RPO will be held accountable to the same financial management metrics as the other Center 

projects and institutional organizations. The revitalization plan investment budget has been 

constructed around multiple fund sources in a strategy that is consistent with the mission of each 

unique fund source. These fund sources include the Recapitalization Program which is 

administered through the agency CoF program, the regular CoF program, Center Management 

and Operations fund (CM&O), the Aeronautics Test Program (ATP), the Strategic Capabilities 

and Assets Program (SCAP), and other NASA mission-direct projects. The Recapitalization 

Program is/will be the fund source for the 6 New Town buildings. The regular CoF program is 

the fund source for building renovation and/or repurposing, and upgrades to the center’s 

horizontal infrastructure. Special agency funding is also available for building demolition 
65

projects. The CM&O budget will at times make strategic investments, as funds are available, in 

specific facility/laboratory upgrades and future test capabilities that may fall outside the purview 

of current NASA projects and may also co-fund projects with sponsoring mission-direct projects. 

The ATP program will be the likely fund source for actions necessary to sustain and upgrade the 

wind tunnel facilities assigned to the ATP; and likewise, the agency SCAP program will provide 

sustainment and upgrade funds to the Center simulators. NASA mission-direct projects will be 

called on to sponsor and fund the establishment of new experimental capabilities that the Center 

may need to uniquely execute the work of the sponsoring project. Many specific project tasks 

may be co-funded by several fund sources. Because of these multiple fund sources, and the lack 

of a dedicated yearly budget allocation, the RPO must continually advocate for funding and seek 

ways to leverage all available fund sources.

4.4 Space Utilization Plan 

The Revitalization Plan will require many laboratory and facility consolidation actions, 

thousands of personnel office moves, and extensive temporary space utilization challenges. In 

addition, high density office space, accommodations within the Center’s core campus, and 

transformations in how future work will be performed will be necessary to achieve maximum 

flexibility and optimum utilization of all Center workspace and will require close coordination

by the RPO. The RPO will assist the COD Facility Utilization Officer in determining effective 

near-term strategies that are consistent with the long-term 20-year plan.

4.5 Logistics – Center Storage Plan 

Much of the current Center storage has evolved over years of decentralized control. 

While bonded storage requires controlled access space and often environmentally controlled 

conditions, much of the Center storage space does not require any special considerations. This 

has resulted in much inefficiency in space utilization. Likewise, the Center has an abundance of 

abandoned-in-place equipment and related facility infrastructure. As part of the Center 

Revitalization Plan, the RPO will work with the COD Logistics Management Branch and the 

government-owned equipment inventory specialists to develop and execute a strategic plan for 

Center wide storage. 

4.6 Integrated Maintenance Plan 

Maintenance is one of the largest yearly Center expenditures. Because maintenance 

requirements are universal, encompassing all Center assets including buildings, laboratories, 

facilities, experimental equipment, and the supporting utilities (horizontal Infrastructure), there 

are several programs with independent funding and specialized objectives. In addition, 

maintenance is often used as a generic term to include repair of dysfunctional office 

infrastructure such as plumbing and lighting (often referred to as trouble calls), replacement of 

aging and obsolete equipment and horizontal infrastructure before breaks occur (routine and 

preventative maintenance), long-term maintenance such as corrosion prevention and control, and 

may also include upgrades or replacement of obsolete experimental equipment. In order to 

assure that our yearly maintenance budgets are used as effectively as possible, and to assure that 

all needed maintenance does not go unaddressed, it is essential that the center develop and 
66

execute a fully integrated center maintenance plan that is consistent with the long-term 

revitalization program. The RPO will be expected to play a lead role in developing and 

executing the integrated maintenance plan. As an executive maintenance steering council 

chaired by the COD Director already exists, it is expected that the RPO Director will sit on this 

existing council.

4.7 Environmental Management, Integration and Requirements 

Environmental considerations are paramount to achieving a sustainable Center 

infrastructure. These considerations range from water and electrical consumption to site 

preparation and construction impacts to the environment. In addition, there are federal and state 

mandates regarding the environment that must be satisfied; and the Center is also required to 

have an environmental stewardship plan. It is essential that the 20-Year Revitalization Plan be 

implemented in an integrated fashion to assure compliance with all environmental goals and 

requirements.

4.8 Integrated Master Schedule 

A resource-loaded program master schedule that integrates all revitalization projects will 

be essential for effective execution of the plan. This schedule must include all New Town 

construction phases; CoF renovation, repurposing and upgrade projects; all planned yearly 

maintenance activities, facility related projects funded by the center CM&O budget, and 

Center/Agency strategic investments. It should also be noted that careful sequencing of the 

events in the 20-Year Revitalization Plan is essential to assure successful execution of the 

NASA mission. For example, if the plan calls for a new facility to replace an existing aging 

facility to be followed by the decommissioning and demolition of the aging facility, it is 

imperative that the former precedes the later. Finally, a true critical path schedule will also need 

to include all key dependencies.

4.9 Status of Implementation

The Revitalization Program Office has been established. Dr. Erik S. Weiser was selected 

to be the Program Director, Mr. Thomas J. Quenville was selected to be the Deputy Program 

Director, and Ms. Michelle L. Sample was selected to be the financial analyst. The development 

of the implementation plan, as outlined above, is in work. The new RPO personnel are working 

closely with the COD functional offices to develop the implementation project plan. The New 

Town phase 2 is now underway, with construction of the new building in progress, and the 

development of the design of New Town phase 3 has been initiated. In addition, a limited 

amount of funding from the center’s FY12 CM&O budget has been allocated to initiate several 

projects described in Section 3.4 and 3.7.3. These projects are viewed as essential to complete 

early in the revitalization process because they are precursors to later aspects of the revitalization 

plan. Finally, several “issue” papers have been submitted to NASA HQ as part of the annual 

PPBE14 budget development process. These issue papers call for accelerated funding for several 

of the CoF projects (sections 3.6 and 3.8).
67

Appendix A

Integrated Strategy for LaRC Facilities and Laboratories
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A1 

Appendix A: Integrated Strategy for LaRC Facilities and Laboratories 

1. Aerodynamics (subsonic, transonic, supersonic) A3

2. Acoustics A10 

3. Aerothermodynamics (entry, descent, and landing) A15 

4. Hypersonic Airbreathing Propulsion A21 

5. Materials and Structures (includes nondestructive evaluation sciences, COLTS, and LandIR) A26 

6. Electromagnetics and Software-Intensive Flight Systems Laboratories A32 

7. Systems Development (Fabrication, Engineering and Environmental Testing) A38 

8. Sensor Systems (Laser/Lidar and remote sensing) A44 

9. Entry, Descent, and Landing (cross-referenced to Aerothermodynamics, Mat. & Struc., & Sys. Dev.) A49 

10. Langley Aircraft A53 

11. Flight Simulators A57 

12. Flight Dynamics & Controls Laboratories A61 

13. Crew Systems & Aviation Operations Laboratories A65 

14. Science Laboratories and Atmospheric Science Data Center A66 

15. Measurement Sciences (flow physics, acoustics, and combustion) A71 

16. Compute Infrastructure (Computer hardware, networks, software & codes) A79 

17. Compressor Station A83 

page number 

I. Ground Test Facilities, Research and Development Laboratories, and Research Flight Aircraft 

II. Cross-Cutting Support Physical Infrastructure and Computer Hardware/Network Infrastructure 

Table of Contents 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A2 

Sources, Symbols, Definitions, Notes, Font Colors 

# 

KDP = Conditions within the center and external 

factors will coalesce over time such that the 

future of a particular capability, equipment, 

facility, laboratory, or building will require a 

strategic decision about the role of that center 

asset in executing the agency mission. 

NT 

p# 

NT # 

Notes on Decision-framework Charts 

The Technical Challenges (TC) and Test 

Requirements (TR) were established by 

disciplinary strategic planning teams comprised 

of SMEs from across the center. SMEs also 

provided the mapping of facilities to TC/TRs. 

Co-dependencies connote key relationships that 

are essential for mission success, and typically 

identify cross-cutting support capability. 

Black font text typically describe current 

capability or state scenarios leading to KDPs 

[note that the status quo is typically a default option 

for each KDP and may not be explicitly stated as 

such ] 

Green font text are statements of how the 

NASA mission is/will be executed in the future 

Red font text connotes options requiring 

funding that must be appropriated by Center, 

Projects, and/or CoF 

Blue font text identifies the NASA mission, 

work-for-others (WFO) designates reimbursable 

opportunities [The relevance of each capability to 

the NASA mission is mapped directly to the NASA 

strategic plan.] 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A3 

1.0 Aerodynamics Facilities 

(subsonic, transonic, supersonic) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A4 

Vertical Spin Tunnel 14- by 22-Foot Subsonic Tunnel 

 Dynamic Stability Subsonic, Alternate Uses 

& 12’ tunnel , B644-646 B1212 

National Transonic Facility Transonic Dynamics Tunnel 

 High Reynolds Number Flow Aeroelasticity & Flutter 

 B1236 B648 

LaRC Unitary Plan 

Wind Tunnel (2 legs, B1251)

20-In Supersonic 

(SWT, B1247D) 

1.0 Aerodynamics Facilities 

(not ATP supported, Small Facilities, research tunnels) 

(ATP supported , Large Facilities) 

0.3 Meter Transonic 

Cryogenic tunnel 

 (B1242) 

Basic Aerodynamics 

Research (BART, B1214) 

• Large Facilities (ATP) provide capability to address integrated configuration/concept testing suitable for aerodynamic/aeroacoustics research 

including propulsion induced effects, and code validation. 

• Small Facilities (non ATP) provide complementary capability for component and unit-problem testing more suitable for exploratory research, 

fundamental flow physics research, and basic code development and validation activities 

• Vertical spin tunnel provides stability tests of dynamically scaled aircraft and spacecraft (also see Flight Dynamics and Controls Labs) 

• The 14x22 offers multiple and diverse testing capabilities that are not available in any other single facility. 

• NTF provides flight Reynolds number test capability that can only be closely matched by ETW. 

• TDT provides world-unique aeroelastic scaling test capabilities; also planetary atmosphere simulation 

• UPWT has the highest available high pressure air and mass flow for simulating jet exhaust and plume interaction at supersonic speeds. 

• Current modifications to 14x22 will extend open test section aeroacoustic testing capability beyond rotorcraft. 

6”x10” Supersonic 

Low-Disturbance 

(SLDT, B1247D) 

VST 12’
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A5 

1.0 Aerodynamics Facilities – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system. 

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

• Space Launch System

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA01. Launch Propulsion Systems 

• TA09. Entry, Descent, and Landing Systems 

• TA11. Modeling, Simulation, Information Technology, and Processing 

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• Fixed Wing Project

• Rotary Wing Project

• High Speed Project

• Aeronautics Sciences Project

 Aviation Safety Program

•System-Wide Safety and Assurance Technologies

• Vehicle Systems Safety Technology

• Atmospheric Environment Safety Technologies

Aeronautics Test Program

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Environmentally Responsible Aviation
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A6 

1. Prop-Airframe Integration/Acoustics 

2. Jet Interaction 

3. Noise Source Identification 

4. CFD code development 

5. CFD data verification 

6. Flow Control 

7. Fluid-Structure Interaction (fixed wing and rotary) 

8. Flow physics (turbulence, transition, sep flows) 

9. Highly unsteady flows, including rotor aero 

10. Performance (6 DOF F, M, P, T) 

11. Blunt bodies (for EDL) 

12. Flight dynamics (aircraft stability and control) 

13. Flight dynamics (spin control and recovery) 

14. Exploratory research; novel configurations 

Technical Challenges / Test Requirements: 

1.0 Aerodynamics Facilities 

Subsonic R&D: 

14x22 [1, 2, 3, 5, 6, 9, 10, 11, 12, 14] 

BART [4, 5, 6, 8, 14] 

12-ft Low-Speed [8, 12, 13, 14] 

Vertical Spin (VST) [4, 8, 11, 12, 13, 14] 

Transonic R&D: 

 NTF [1, 4, 5, 6, 8, 10, 11, 14] 

 0.3-M [4, 8, 14] 

 TDT [4, 5, 7, 8, 9, 10 11, 12, 14] 

Supersonic R&D 

 UPWT [2, 4, 5, 10, 11] 

 20-In SWT [4, 5, 6, 8, 14] 

 6”x10” SLDT [4, 5, 6, 8, 14] 

Dev’ment

UPWT* 

Mission: 

HEOMD, STP, 

WFO

*To be closed 

Research 

20-In SWT 

6”x10”SLDT

Mission: 

ARMD 

Dev’ment

14x22

VST

Mission: 

HEOMD, 

WFO

Research 

14x22

BART

VST/12-Ft

Mission: 

ARMD 

Dev’ment

NTF 

TDT 

Mission: 

HEOMD, 

STP, WFO 

Research 

NTF 

0.3-M 

TDT 

Mission: 

ARMD 

Establish Partnerships 

to test in other facilities: 

[ Ames 9x7, GRC 10x10 

 AEDC VK A, L/M HSWT 

 Boeing Polysonic ] 

UPWT Funds 

Inadequate VST Funds 

Inadequate 

Funding 

Inadequate; 

Opt A: Close NTF 

Opt B: Close TDT 

New VST & 

Trisonic 

Tunnel?

Sustains 

essential 

Low TRL 

capability 

Sustains essential 

R & D capability 

Sustains 

essential 

R & D 

capability 

N/Y 

Production Testing: 

14x22 [5, 10, 12]

NTF [5, 10*]

TDT [5, 7, 10*, 12]

* Requires upgrades 

Market? 

WFO N/Y 

Funding? 

$$’s N/Y 

1. Customer Survey 

2. Benchmark competition 

3. Market Assessment 

4. Cost of Upgrades 

5. Advocate for funds 

Enhanced Capability also 

supports R & D mission 

Establish Partnerships 

to test in other facilities: 

[ AEDC 16T, Germany 

ETW & DNW TWG] 

6. Aggressive 

 marketing 

No current mission / funding 

Vacate 

East Side? 

Potential to 

Demolish 

4-6 buildings 

1 

3 4 

5 

2 

NT 5 

Opts A or B 

shifts research 

to 0.3M 

Co-Dependencies: 

1. Compute Infrastructure 

2. Measurement Sciences 

3. Compressor Station 

4. Fabrication (Systems Dev) 

New 

Trisonic 

Tunnel? Partner with 

AFRL if VST 

closes 

New 

Trisonic 

Tunnel? 

NT 5 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A7 

1.0 Aerodynamics Facilities 

Key Decision Points (KDP): 

1.1 Project, ATP, and Reimbursable funds inadequate to operate and maintain the UPWT; advocate for funding to sustain essential supersonic 

research experimental capability; 

Option A: upgrade test capability in existing supersonic research tunnels. ROM~$1.65M for new nozzle plate, upgrade nozzle position control 

system, replace Vicker controllers, upgrade balance and data system.

Option B: Compressible Aerodynamic Research Tunnel (CART) studies have been conducted in the past decade. CART has a variable test 

section to support subsonic, transonic, and limited supersonic capability research with efficient two-person operations. Several CART options 

were identified. Small-scale, minimal capability subsonic, ROM~$20M; Small-scale, maximum capability trisonic, ROM~$100M (New Town #5), 

which also provides aeroacoustics research but with limited capability for configuration/concept studies; also investigate repurposing parts of 

UPWT to off-set cost of CART 

1.2 Market assessment supports a viable external “Production Testing” reimbursable funding stream to help sustain tunnels [Market assessment 

identifies reimbursable production tests business only for 14x22, NTF, and TDT tunnels. However, upgrades to the 14x22, NTF and TDT will be 

required to address customer concerns about data quality, tunnel reliability, and productivity. ROM estimates for 14x22 is $4.5M for DAS upgrade; NTF 

upgrades is $1.8M (DAS improvements, flow control cal, test section access, mach control, model support, insulation); TDT upgrades ROM~ $18M 

($4.5M DAS, $5.3M exterior painting, $4m oscillating vane, $3m pressurization upgrade system, $0.5M elevator floor, $0.250M customer workspace) 

1.3 Project, ATP, and Reimbursable funds inadequate to operate and maintain the NTF and/or TDT 

Option A: close NTF; partner for high Re# development tests and integrated configuration research (EU ETW in Germany ); replicating high 

precision drag/laminar flow and flow control tests will require modifications to Ames 11 ft; not viable to upgrade TDT to replace NTF; no other 

comparable large scale high Re# testing capability in the U.S.; marginal research capability exist in 0.3M cryogenic transonic tunnel; additional 

research capability from new trisonic option KDP 1.1, Option B 

Option B: close TDT, partner for aeroelasticity development tests (Ames 11 ft, AEDC 16T, and EU DNW LLS), upgrades will be required; 

marginal research capability exist in 0.3M and NTF, but will have to install safety infrastructure; additional research capability from new trisonic 

tunnel option KDP 1.1, Option B; not viable to upgrade NTF to expand aeroelasticity research capability; closing TDT will result in lost national 

aeroelastic research capability unless another heavy-gas facility of suitable scale is built 

1.4 Project, ATP, and Reimbursable funds inadequate to operate and maintain the Vertical Spin Tunnel, consider run-to-failure or relocate on 

West Side adjacent to 14x22 to reduce cost of ownership, ROM estimate from ~$5M to relocate the VST 

1.5 Vacate East Side (see next chart): 

Option A: Capital investments support building a new Vertical Spin Tunnel or relocating existing VST adjacent to the 14x22; ROM estimates 

range from ~$5M to relocate the VST and achieve modest upgrades to $20M-$30M with options on the scale of a new VST with enhanced 

capability. 

Option B: then vacate the East Side if the Transonic Dynamics Tunnel is placed in mothball status. 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A8 

Comparison of Major Aerodynamic Wind Tunnel Facilities 

Gr/Fr/GtBr/Ne, European Transonic WT (ETW) = 2.0mx2.4mx9m, HiRe# & Aeroelasticity M 0.15-1.35, Re# 85 per ft x106 

Germany-Dutch Wind Tunnels (DNW) TWG = 1mx1m, M 1.33-2.21, Re# 1.8 per ft x106 

German Aerospace Center (DLR) VMK(vertical) = 150mmD, 230mmD,310mmD, M 0.4-0.9 & 1.57-3.2, Re# 25 per ft x106 

German Aerospace Center (DLR) TMK(trisonic) = 60cmx60cm, M 0.5-5.7, Re# 0.7-7 per ft x106 

L/M HSWT = 4‟x4‟, M 0.4-4.8, Re# 4-34 per ft x106 

Boeing Polysonic = 4‟x4‟, M 0.2-5.8, Re# 4-50 per ft x106 

NASA 

And 

DOD 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A9 

Buildings and Facilities on the LaRC East Side (LAFB) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A10

2.0 Acoustics Facilities

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A11

2.0 Acoustics Facilities 

• CDTR&GFI: Unique facility for development and evaluation of acoustic liners and duct propagation prediction codes (B1247D) 

• EER: Simulation and assessment of current and future revolutionary aircraft configurations using human test subjects (B1208) 

• IER: Simulation of indoor sonic booms and their effect on people; development and validation of human response metrics (B1208) 

• SALT: High noise qualification testing; acoustic transmission loss testing of aerospace vehicle structures (B1208) 

• TAFA: High cycle fatigue of high performance aircraft and spacecraft structures under combined acoustic and thermal loads (B1221) 

• QFF: Fundamental characterization of flow-surface aeroacoustics, noise reduction concepts, and model/code validation (B1208) 

• LSWT: Dual stream hot jet exhaust simulator within a low-speed free jet for investigation of jet noise at realistic engine cycle conditions (B1221) 

• SAJF: Single-stream, moderate temperature jet facility for fundamental experiments and development of measurement methods (B1221)

• 14x22: Characterization of acoustic source distribution and scattering of realistic propulsion-airframe models in a representative environment (B1212) 

Quiet Flow Facility (B1208) 

Structural Acoustics Loads & 

Transmission Facility (B1208) 

Curved Duct Test Rig & Grazing 

Flow Impendence Tube (B1247D) 

Exterior Effects Room 

(B1208) 

Interior Effects 

Room (B1208) 

Phased Array Traverse System 

in 14x22 Tunnel 

Low Speed Aeroacoustic Wind Tunnel 

aka JNL, (B1221) with SAJF and ADL 

Thermal Acoustic Fatigue 

Apparatus (B1221, idle) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A12

2.0 Acoustics Facilities – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.1 Sustain the operation and full use of the International Space Station (ISS) and expand efforts to utilize the ISS as a National Lab for scientific, technological, 

diplomatic, and educational purposes and for supporting future objectives in human space exploration. 

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs (vibro-acoustics loads environment)

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs (vibro-acoustics loads environment)

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

• Space Launch System

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• Fixed Wing Project

• Rotary Wing Project

• High Speed Project

• Aeronautics Sciences Project

Airspace Systems Program (community noise standards)

• NextGen Concepts and Technology Development

• NextGen Systems Analysis, Integration, and Transition

Aeronautics Test Program

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Environmentally Responsible Aviation
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A13

Technical Challenges / Test Requirements: 

2.0 Acoustics Facilities 

Co-Dependencies: 

1. Compute Infrastructure 

2. Compressor Station 

3. Measurement Sciences 

1. Flyover noise assessment of aircraft and operations 

2. Cabin noise assessment of aircraft and materials 

3. Evaluation/modeling of human response to sonic 

booms 

4. Acoustic and flow field characterization of propulsion 

concepts 

5. Performance of nozzles for uniform and mixed flow 

6. Small-scale testing for concept development and 

validation 

7. Development of acoustic measurement methods 

8. High cycle fatigue due to thermal/acoustic loads 

9. Transmission loss characterization and validation of 

new concepts 

10. Vibroacoustic characterization 

11. Development of acoustic liners for noise reduction 

12. Characterization of liner skin friction drag and acoustic 

performance 

13. Characterization of integrated propulsion/airframe in 

realistic environment 

14. Validation of models and CFD/CAA codes 

R&D: Specialized Capability B1247D & 14x22 

Curved Duct Rig & Grazing Flow Imp Tube [11] 

Phased Array Traverse Sys in 14x22 [13, 14] 

Mission: ARMD and WFOs 

R & D: Laboratories in B1208 

Exterior Effects Room [1,2,3] 

Interior Effects Room [1,2,3] 

Str Ac Loads & Trans Fac. [7, 9,10] 

Quiet Flow Facility [6, 7, 14] 

Mission: ARMD and WFOs 

R & D: Facilities in B1221 

Thermal Ac Fatigue App (idle) [8, 14] 

Low speed aeroac WT (JNL) [4, 5, 7, 13, 14] 

Small Anechoic jet Facility [6, 7, 14] 

Acoustics and Dynamics Lab (ADL) 

Mission: ARMD and WFOs Significant recent 

center, agency, 

project investments 

(~ $40M) 

Sustains enhanced and 

unique R & D facilities; 

further enhancements subject 

to program funding 

Recent project 

investments in 

EER & IER 

Sustains essential 

R & D laboratories 

Retain TAFA 

in idle & 

vacate ADL

Sustain/market JNL; 

retain SAJF as 

support for JNL 

N/Y 

Option 2: Transfer work in JNL to AAPL at 

GRC or partner with Boeing LSAF, GE C41, UK 

QNTF; relocate SAJF to sustain minimum 

research capability; abandon ADL 

Yes: Vacate B1221 

Sustain JNL facility 

and supporting labs 

Retain B1221 Retain B1221 

Vacate 

B1221 

yes/no? 

Activate TAFA if 

reimbursables 

cover costs 

Option 1: improved aero-acoustic 

capability can be added to new research 

trisonic tunnel and replace JNL 

1 

NT 5 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A14

2.0 Acoustics Facilities 

Key Decision Points (KDP): 

2.1: Close facilities in B1221 and vacate building. Must replace test capability in Low Speed Aeroacoustic Wind Tunnel 

(Jet Noise Lab). (Must be coordinated with KDP 4.4 in Hypersonic Airbreathing Propulsion) 

Option 1: Design state-of-the-art aeroacoustics capability in new aerodynamics research tunnel, mid-size trisonic 

ROM~$100M (see KDP 1.1 in Aerodynamics); SAJF valuable as small scale, low cost, concept development 

capability; ADL nonessential . 

Option 2: Transfer work in JNL to AAPL at GRC, requires upgrades ROM~$2-5M in GRC AAPL to reproduce LaRC 

JNL test capability, or partner with Boeing LSAF, GE C41, UK QNTF; relocate SAJF to B1247, ROM~$0.5M just to 

move, expand chamber and add capability options range from additional $300K to $2M, sustain minimum research 

capability SAJF; ADL is nonessential. 

 

Low Speed Aeroacoustic 

Wind Tunnel (aka JNL)

Hypersonic Airbreathing Propulsion 

Scramjet Complex 

B1221 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A15

3.0 Aerothermodynamics Facilities 

(entry, descent, and landing) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A16

3.0 Aerothermodynamics Facilities 

• Conventional blow-down tunnels using perfect-gas air (except CF4 tunnel) 

• High flow quality, low-enthalpy, Mach 6 and Mach 10 test conditions. 

• Heat transfer, aerodynamic and flow visualization techniques 

• All in regular use except 20-Inch CF4 which is in mothball status 

• Rapid turn-around time (4-10 runs/day) allows maximum flexibility in test-planning 

• Ideal capability for parametric screening, fundamental research & development, data for CFD validation. 

• Unique capability for global aeroheating measurements using Langley two-color phosphor thermography method 

• Utilizes Center air-handling infrastructure (compressors, vacuum-spheres, etc) 

• M8 Variable Density Tunnel, 18” quiet tunnel, last run in 1999, needs repairs and upgrades, in idle status 

• M6 Nozzle Test chamber, needs nozzle, test section, and other components; in idle status 

31-Inch Mach 10 Air (B1251) 15-Inch High Temp. Air (B1251) 

20-Inch CF4 (B1275) Mothballed 20-Inch Mach 6 Air (B1247D) 

ATP supported facilities: 

M6 Nozzle Test Chamber (B1247D) 

Idle, requires refurbishment 

M8 Variable Density Tunnel (VDT, B1247D) 

Idle, requires repairs/upgrades 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A17

3.0 Aerothermodynamics Facilities – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

Exploration Research and Development Programs

• Advanced Exploration Systems

• Exploration Precursor Robotic Missions

• Flagship Technology Demonstrations

• Enabling Technology Dev & Demo

• Lunar Precursor Robotic Program

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. commercial activity and 

other public benefits. 

NASA Space Technology Roadmaps:

TA09 Entry, Descent, and Landing Systems (possible future missions):

• Crewed orbital velocity return 2015

• Lunar sample return 2017/2022/2027

• Asteroid sample return 2017/2022/2027

• Venus lander 2017/2022/2027

• Mars sample return sample 2018

• ISS down-mass capability 2018

• Crewed high-vel Earth return 2020

• Mars sample return orbiter 2022

• Mars sample return surface 2024

• Crewed asteroid rendezvous 2025

• Mars network 2029

• Saturn probes 2032

• Titan aerial vehicle, landers 2032

• Crewed Mars Orbiter 2035

• Crewed Mars Surface 2041

• Icy Moon Lander 2042

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• High Speed Project

• Aeronautics Sciences Project

Aeronautics Test Program
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A18

3.0 Aerothermodynamics Facilities 

Technical Challenges / Test Requirements: 

1. Aeroelastic interactions for large, inflatable / 

deployable aeroshells 

2. RCS and thruster performance and interactions 

for maneuvering and control 

3. Boundary-layer transition effects 

4. Stage, payload, shroud interactions 

5. Aerothermodynamics of complex features 

6. Retro-propulsion and stagnation-point injection 

for deceleration, maneuvering, cooling 

7. Unsteady wake-flow physics and associated 

wake and shear layer impingement 

8. Shock-shock Interactions with inlets, wings, 

control surfaces, towed ballutes 

9. Multi-Gas, Planetary Aerodynamics 

10. High-enthalpy chemical and vibrational nonequilibrium effects during atmospheric entry

11. High Re Number Turbulent aeroheating physics 

12. Aerodynamic Controls Performance 

Co-Dependencies: 

1. Compute Infrastructure 

2. Measurement Sciences 

3. Compressor Station 

4. Fabrication 

Research and Development 

31-Inch Mach 10 Air [1,2,3,4,5,6,7,8,12] 

15-Inch High Temperature Air [5,7,8] 

20-Inch Mach 6 Air [2,3,4,5,6,7,8,11,12] 

20-Inch CF4 [1,2,5,7,9,10,12] 

 

Mission: ARMD, HEOMD, STP, SMD(EDL) 

New SOA Facilities in B1247: provide high fidelity data for CFD 

development, and code V&V 

High-Re# Turbulent Aeroheating [2,3,4,5,6,7,8,11,12] ROM~$40M 

 Multi-Gas, Planetary Aerodynamics [1,2,3,4,5,6,7,8,9,12] ROM~$38M 

 High Enthalpy Re-entry Physics [3,5,7,8,10,11] ROM~$10M 

Research 

31-Inch Mach 10 Air [3,5,7,8] 

15-Inch High Temp Air [5,7,8] 

20-Inch Mach 6 Air [3,5,7,8,11] 

20-Inch CF4 [5,7,9,10] mothballed 

 

Mission: ARMD 

Development (primarily EDL) 

31-Inch Mach 10 Air [1,2,4,6,12] 

20-Inch Mach 6 Air [2,4,6,12] 

20-Inch CF4 [1,2,12] mothballed 

 

Mission: ARMD, HEOMD, STP, 

SMD(EDL) 

Research 

20-Inch Mach 6 

Research in B1247 

20-Inch Mach 6 Air 

M8 VDT, renovated 

M6 NTC, upgraded 

20-In CF4, repurposed 

Relocate & 

repurpose CF4 

Tunnel B1247, 

low Re# [9, 10] 

ROM~$12M 

Establish Partnerships to 

test in other facilities: 

[AEDC VKF A/B/C, AEDC 9, 

CUBRC-48 &LENS-1,2,X, 

HyPulse, Sandia HWT ] 

Sustains minimum 

Low TRL capability 

Sustains essential 

Low TRL capability 

Enhanced capability to meet all current and future 

research and development requirements 

Funds inadequate 

to sustain all LAL 

facilities; vacate 

B1251 

YES: Replace all 

current LAL facilities 

Funds inadequate 

to sustain all LAL 

facilities 

Upgrade M6 

Nozzle Test 

Chamber to 

quiet flow 

[3, 5, 7, 8] 

ROM~$2M 

Option 2 Option 3 

1 

2 

N/Y 

No, pursue 

low cost 

Options 

Funding available 

for new facilities 

in B1247, vacate 

B1251 Renovate M8 

VDT tunel in 

B1247 for 

High Re# [11] 

a)ROM~$2M 

b)ROM~$20M 

Option 1 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A19

3.0 Aerothermodynamics Facilities 

Key Decision Points (KDP): 

3.1 Funds inadequate to sustain all LAL facilities and/or 

Center decides to vacate B1251 (See KDP 1.1 in Aerodynamics). 

Option 1a: Renovate and re-open the M8 VDT in B1247D; no upgrades ROM~$2M; use essentially as is; original 

capability included large Re No range, and from atmospheric pressure to 3000 psi stagnation pressure, existing 18” 

nozzle is adequate for most research needs. Option 1b: with upgrades to new High Reynolds number turbulence 

test capability (new nozzle, optical access, injection system, and upstream filter; ROM ~$20M); 

Option 2: Develop a multi-gas, low Reynolds number, low density test capability (repurpose CF4 tunnel assets and 

locate in B1247D, ROM is $12M) 

Option 3: Upgrade M6 Nozzle Test Chamber to meet new quite flow requirements for transition research (ROM is 

$2M); Many components of facility already exist, however still need nozzle, test section, and other components

3.2 Funding available to sustain LAL capability and funding available for new facilities in B1247?

Options Replace all current LAL facilities with three new state-of-the-art facilities. Multiple options have been 

identified and range from three completely new facilities to cannibalizing existing LAL facility hardware and relocating 

capability in B1247. Three new facilities are: Multi-Gas, Low Re#, Low Density, Planetary Aerodynamics Tunnel 

ROM~$12M-$38M (includes option 2 CF4 conversion); High Reynolds Number Turbulent Aeroheating Facility ROM~ 

$40M; High Enthalpy Re# Entry Physics Facility ROM~$4M-$8M. New facilities would be located in B1247D. Do not 

have to fund all three, any combination together with options #1, #2, and #3 can also be executed. 

B1251 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A20

Site Facility Size Inch Mach No. Status Comment

Arc Jet Facility Active Arc jet

Hypervelocity Free Flight Aerodynamic Facility 1.5 25 Active Light Gas Gun

8 Ft. High Temp 96 4-7.2 Active Large vitiated flow facility, scramjet

31" Mach 10 31 10 Active Primarily S&T

20" Mach 6 20 6 Active Primarily S&T

20" Mach 6 CF4 20 6 Active Primarily S&T, Var. Gamma

15" Mach 6 High Temp 15 6 Active Primarily S&T, Heat Transfer

GASL HYPULSE 6 6-10 Active At contractor site, Real gas

AHSTF Active Arc heated

DCSTF Active Direct connect

CHSTF Active Vitiated

Plumbrook HTF 42 5,6,7 Mothballed Non-Vitiated Flow, Propulsion

PSL 4 6 Vitiated

1'x1' Supersonic 12 6 Active

NASA -Johnson Arc Jet Test Facility Active Arc jet

NASA Ames

NASA-Langley

NASA-Glenn

Site Facility Size Inch Mach No. Status Comment

Tunnel A 40 1.5-5.5 Active Continuous

Tunnel B 50 6, 8 Active Continuous

Tunnel C 50 4, 8,10 Active Continuous

Tunnel 9 60 7,8,10,14 Active Nitrogen, blowdown

APTU 42 3,4,5,6,7 Active Vitiated, blowdown

Range G - 24k ft/sec Active 2 stage light gas gun

ARCs (H1,H2,H3) - Active Arc jet

Cells 18,19,22 Active vitiated, scramjet combustor develop.

Mach 6 Hi Re 12 6 Standby

Holloman HSTT - 10k ft/sec Active Sled track

China Lake SNORT - 5k ft/sec Active Sled track

AEDC

AFRL

Site Facility Size Inch Mach No. Status Comment

Sandia (DOE) 18" Hypersonic 18 5,8,14 Active Primarily S&T

96" Shock Tunnel 24-96 6.5-24 Active Primarily S&T, Real Gas

48" Shock Tunnel 24-48 5.5-20 Active Primarily S&T, Real Gas

LENS I, II, X 48 5-15 Active Aero/Optics, BMDO Invest., Real Gas

Boeing PSWT 48 5.6 Active

Lockheed HSWT 48 4.8 Active Supports Aerospace Industry

ATK GASL Legs I-VI Varies 8 Active Vitiated, propulsion

Purdue Quiet tunnel 12 6 Active blowdown, AFOSR investment

Aero. Sys. Engr. 20" Hypersonic 20 7,11,14 Standby

Cal Tech T5 Piston Dr. Shock Tun 12 18 Active Primarily S&T, Real Gas

U. Texas- Arlington Hypersonic Shock Tun 13 6-16 Active University Use, Real Gas

36" Hypersonic Tun 36 12 Standby University Use

24" Hypersonic Tun 24 8 Standby University Use Polytechnic Univ.

CUBRC

Comparison of Major Hypersonic Test Facilities 

NASA 

DoD 

Non-Gov

Blue background 

= 

Minimum 

required 

capability 

National 

Partnership for 

Aeronautical 

Testing (NPAT)

Hypersonics 

Ground Test 

Infrastructure 

Study (HGTIS) 

17 Jan 2012 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A21

4.0 Hypersonic Airbreathing Propulsion 

Facilities and Laboratories 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A22

4.0 Hypersonic Airbreathing Propulsion Facilities 

• 8-Ft. HTT: combustion-heated blowdown tunnel, flight enthalpy for M4 to 7 

with oxygen replenishment; TPS mat & structures concepts evaluation 

• AHScramjet: arc-heated, semi-freejet blowdown tunnel, M 4.7 to 8. 

• CHScramjet: combustion-heated semi-freejet blowdown tunnel, M 3.5 to 6.0. 

• DCSC: combustion heated tunnel, scramjet combustors, M 4 to 7.5, using 

preheated hydrocarbon fuels. 

• M4 Blow-Down: unheated blowdown tunnel used to screen inlets

• HyPulse (GASL): shock-expansion tunnel, studies of hypersonic airbreathing 

propulsion and vehicle real-gas aerothermodynamics from M 5 to 25, and 

simulating planetary entry at hypervelocity 

• HyMETS arc-heated test chamber for TPS materials characterization 

8-Ft. High Temperature Tunnel 

Flight Mach Enthalpy: 3 - 7 

ATP supported Facility 

Arc-Heated Scramjet (B1247D) 

Flight Mach Enthalpy: 4.7- 8 

Combustion-Heated Scramjet 

(B1221, idle) 

Flight Mach Enthalpy: 3.5 - 6 

Direct-Connect Supersonic 

Combustion (B1221) 

Flight Mach Enthalpy: 3 – 7.5

Not ATP supported Facilities and Laboratories: 

Hypersonic Pulse Facility (GASL, Long Island, NY) 

Flight Mach Enthalpy: 7 – 19

[Gov Owned, NASA provides no yearly operations funding, but 

may provide low level funding for maintenance and special needs] 

Mach 4 Blow-Down (B1221) 

Low Enthalpy, Mach 4 (idle) 

Mixing Studies Facility

Non-Intrusive Diagnostics Lab Basic Combustion Lab

Hypersonic Airbreathing Propulsion Research Labs (B1221)

Propulsion Instrumentation Shock Tube Lab (idle)

Isolator Dynamics Research Lab

HyMETS Arc-jet Facility (B1148) 

TPS materials characterization 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A23

4.0 Hypersonic Airbreathing Propulsion – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration Research and Development Programs

• Advanced Exploration Systems

• Flagship Technology Demonstrations

• Enabling Technology Dev & Demo

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA01. Launch Propulsion Systems 

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• High Speed Project

• Aeronautics Sciences Project

Aeronautics Test Program
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A24

Technical Challenges / Test Requirements: 

4.0 Hypersonic Airbreathing Propulsion Facilities 

1. Integrated engine free jet testing 

2. Scramjet flowpath configuration development 

3. Propulsion database generation 

4. Inlet performance and operability limits 

5. Flight hardware ground test verification 

6. Propulsion controls system development 

7. Fuel injection and mixing 

8. Isolator/combustor performance and ops limits 

9. Fuels research/testing 

10. CFD model validation 

11. TPS Mat&Str characterization/validation 

12. Non-Intrusive combustion/flow field diagnostics 

Co-Dependencies: 

1. Compute Infrastructure 

2. Measurement Sciences 

3. Compressor Station 

4. Fabrication 

Development Test & Eng: 

8 Ft HTT [1, 3, 5, 11] 

Mission: STP, DoD 

Research & Development: 

Comb-Heated Scramjet [2, 3, 4, 6, 8. 10, 12] 

Direct-Connect Scramjet [2, 4, 6, 8, 10, 12 ] 

Arc-Heated Scramjet [2, 7, 8, 10] 

HYPULSE Tunnel(s) [1, 2, 3, 4, 6, 8, 10] 

8 Ft HHT [1, 3, 11] 

Mission: ARMD, STP, DoD 

Foundational Research 

Combustion Labs [7, 9, 12] 

Non-Intrusive Diagnostics Lab [12] 

HyMETS Mat Char Lab, B1148 [11, 12] 

Mission: ARMD 

DT & E only 

Mission: DOD 

Research 

HYPULSE 

Arc-Heated Scramjet 

Combustion Labs 

Diagnostics Lab 

HyMETS 

Mission: ARMD, DOD 

ATP Funds 

Inadequate to 

sustain tunnel 

Sustains 

essential 

Low TRL 

capability 

N/Y 

Establish Partnerships 

to test in other facilities: 

[ AEDC VKF A/B/C, T9, 

&APTU; Sandia HWT, AFRL 

C18, 19, 22; Ames Arcjets] 1 

Upgrade Arc-heated 

Scramjet: Expanded 

M number range & 

increased dynamic 

pressure (ROM~$2M) 

DOD Funds 

Inadequate 

Operate on need 

basis for DOD 

Project Funds 

Inadequate for 

Development 

Abandon Nonessential 

Comb-Heated Scramjet 

Direct-Connect Scramjet 

8 Ft HHT 

Project Funds 

adequate for 

research only 

Advocate for new 

Supersonic Combustion 

Physics Laboratory 

[7, 8, 9, 10, 12]; 3 options 

ROMs from $4M to $40M 

Enhances Research Capability 

Funding

Available? 

Abandon/Demolish 

facilities/labs; 

vacate B1221 

2 

4 3 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A25

4.0 Hypersonic Airbreathing Propulsion Facilities 

Key Decision Points (KDP): 

4.1 Upgrade Arc-heated Scramjet: Expanded M number range (to M2-4) & increased dynamic pressure (Nozzles, air supply 

system, fuel supply system, and PLC upgrade, ROM~$2M) 

• Provides minimum required experimental capabilities to maintain HAP Core Competency and support National Programs 

• Does not fully replicate existing capability of CHSTF & DCSCTF 

• Best utilizes existing AHSTF infrastructure to provide required low-Mach test capability 

4.2 Advocate for new state-of-the-art Supersonic Combustion Physics Laboratory; replaces current scramjet complex in 

B1221; 3 options identified: M7.5 H2/Air heater ROM $4-$8M, M5 pebble bed/electric heater ROM $10-$20M, or M8 YsZ 

brick heater ROM $25-$40M 

• Unique multi-investigator research laboratory that fosters internal and external collaboration, visitor-friendly and acts as a 

user-facility for applying state-of-the-art diagnostics to enhance understanding of physical phenomenon associated with 

hypersonic mixing and combustion 

• Brings relevant, lab-scale, “unit-physics” experiments under one roof: supersonic reacting and non-reacting jets, mixing layers, 

jet-in-crossflow, cavity flows, shock-boundary layer flat plate, shock-shock interaction 

• Optical access for state-of-the-art laser diagnostics: CARS, Raman/Rayleigh/LIF, PLIF, LDV, and PIV (need for simultaneous 

density, velocity, species measurements) 

4.3 Scramjets in B1221 are abandon because of lack of funding and center decides to vacate B1221 (See KDP 2.1 in 

Acoustics) 

4.4 ATP, FAP/HyP, STP EDL, and DOD funding inadequate to sustain 8 Ft High Temperature Tunnel 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A26

5.0 Materials and Structures Facilities 

and Laboratories 

(includes nondestructive evaluation 

sciences, COLTS, and LandIR) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A27

5.0 Materials and Structures Facilities 

• Buildings 1148, 1205, 1293, 1267A, 1262, 1256C have large high bays with many small, enclosed, special purpose labs around periphery 

• Mechanical structural testing from coupon to full-scale (1 lb to 1,000,000 lbs) (B1148) 

• Material/structural testing focused on durability and damage tolerance (B1205) 

• Integrated capability for alloy synthesis, characterization and testing (B1205) 

• Integrated capability for polymer materials synthesis, characterization and processing (B1293C) 

• Dynamic testing of spacecraft and aircraft structures, equipment and materials. (B1293A&B) 

• Development of new NDE measurement technologies, autonomous systems, and integrated health management systems (B1230B) 

• Dynamic response and material impact testing for determining rate-dependent material properties (B1262)

• Thermal and combined thermal-mechanical testing of structures (B1256C) 

• Supports exploratory polymer fabrication research, and optimization of processing parameters (B1267A) 

• R&D capable/High Readiness/Excellent Measurement Capability and DAS (all labs) 

• Combined Loads Test System (COLTS): Combined axial, shear, internal pressure, and thermal loading on full-scale structures 

• Landing and Impact Research facility (LandIR): drop tests under controlled horizontal and vertical velocities; land and water landing 

Starnes Structures and 

Materials Lab (B1148) 

Materials Research Lab 

(B1205) 

Light Alloy Lab (B1205) Composites and Polymer 

Lab (B1293A & C) 

Structural Dynamics 

Lab (B1293B) 

& 16M Vacuum Sphere 

Nondestructive Evaluation 

Sciences Lab (B1230B) 

Composites Processing 

Lab (B1267A) 

Impact Dynamics 

Lab (B1262) 

Thermal Structures 

Lab (B1256C) 

Labs centrally located within New Town footprint 

Labs remotely located outside New Town footprint 

COLTS (B1256) 

16M Sph 

LandIR (B1297) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A28

5.0 Materials and Structures Facilities – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.1 Sustain the operation and full use of the International Space Station (ISS) and expand efforts to utilize the ISS as a National Lab for scientific, technological, 

diplomatic, and educational purposes and for supporting future objectives in human space exploration. 

• MISSE-X Projects

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

• Space Launch System

Exploration Research and Development Programs

• Exploration Precursor Robotic Missions

• Flagship Technology Demonstrations

• Human Research Program (radiation physics)

• Enabling Technology Dev & Demo

• Lunar Precursor Robotic Program

 

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.2 Understand the Sun and its interactions with Earth and the solar system. 

Heliophysics Programs

• Near Earth networks

• New Millennium

2.3 Ascertain the content, origin, and evolution of the solar system and the potential for life elsewhere. 

Planetary Science Programs

• Discovery

• Mars Exploration

• New Frontiers

2.4 Discover how the universe works, explore how it began and evolved, and search for Earth-like planets. 

Astrophysics Programs

• Astrophysics Explorer

• Cosmic Origins Exoplanet Exploration
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A29

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA09. Entry, Descent, and Landing Systems 

• TA10. Nanotechnology 

• TA11. Modeling, Simulation, Information Technology, and Processing 

• TA12. Materials, Structures, Mechanical Systems, and Manufacturing 

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• Fixed Wing Project

• Rotary Wing Project

• High Speed Project

• Aeronautics Sciences Project

Aviation Safety Program

• System-Wide Safety and Assurance Technologies

• Vehicle Systems Safety Technology

• Atmospheric Environment Safety Technologies

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Environmentally Responsible Aviation

5.0 Materials and Structures Facilities – Mission Relevance 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A30

1. Dramatic mass savings from emerging materials 

2. Design multifunctional systems to optimized 

properties by computational models 

3. Manipulate matter at atomic/molecular level 

4. Enable bio-inspired materials development 

5. Dramatically reduce the time/cost for new materials, 

design, development and certification 

6. Advanced testing/characterization integrated with 

computational modeling and simulation 

7. Ultra-high reliability and autonomous sustainment 

8. Structural health assessment for material state 

awareness and vehicle/system level prognosis 

9. Design structural materials for durability and 

inspection 

Technical Challenges / Test Requirements: 

5.0 Materials and Structures Facilities 

Co-Dependencies: 

1. Compute Infrastructure 

2. Fabrication 

Research and Development: 

St Str & Mat Lab [1, 2, 5, 6, 7, 8, 9] 

Materials Res Lab [1, 2, 5, 6, 7, 8, 9] 

Light Alloy Lab [1,2, 3, 6] 

Comp & polymer Lab [1, 2, 3, 4, 6] 

Str Dynamics Lab [2, 5, 6, 8] 

Nondestructive Eval Sc Lab [8, 9] 

Comp processing Lab [3, 5, 6] 

Impact Dynamics Lab [5, 6, 7] 

Thermal Structures Lab [5, 6, 9] 

COLTS [5, 6] 

LandIR [6] 

Mission: ARMD, HEOMD, STP, SMD, WFO 

Dev Tests (High Bay Areas): 

St Str & Mat (B1148) 

Mat Res Lab (B1205) 

Str Dyn Lab (B1293B) 

16M Vacuum Sphere (1293) 

Impact Dyn Lab (B1262) 

Comp proc Lab (B1267A) 

Thermal Str Lab (B1256C) 

COLTS (B1256) 

LandIR (B1297) 

Research (laboratories): 

St Str & Mat Labs 

Materials Res Labs 

Light Alloy Labs 

Comp & polymer Labs 

Nond Eval Sc Labs 

Comp processing Labs 

Impact Dynamics Lab 

Renovate/Consolidate/Vacate: 

St Str & Mat (combine Imp Dyn Lab) 

Mat Res Lab (combine NDES Labs) 

Str Dyn Lab (reclaim space) 

Comp Proc Lab (combine Fab, EBF3?) 

LandIR control Rm & office (renovate) 

Impact Dynamics Lab (vacate B1262) 

Nond Eval Sc Labs (vacate B1230B) 

New Lab, Integrated Capabilities: 

Nanostructured Materials 

Atomistic Characterization Lab 

Bio-inspired materials 

Comp & Polymers Labs 

Rapid manufacturing, 3-D printing 

Integrated ED/RD labs/offices 

NT 4 

1 2 

3 

All buildings/facilities 

had recent renovations 

and/or upgrades in 

capability, except for 

COLTS 

Sustains 

Essential 

Low TRL 

capability 

New capabilities enables future research 

in quantum/nano materials/physics and 

integrates pathfinder fabrication methods 

New Capabilities: 

Large Space Structures 

Deployment (vacuum sph 

B1295; upgrades required) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A31

5.0 Materials and Structures Facilities 

Key Decision Points (KDP): 

5.1 The future uses of Buildings 1297 and 1262 are tied to the future of the LandIR; renovate/rehab B1297 and/or 

consolidate/vacate these two buildings; make long-term decision on corrosion prevention and control program for LandIR. 

5.2 Evaluate options to relocate the Nondestructive Evaluation Sciences Labs into existing materials and structures 

footprint. 

5.3 With the approval of New Town Phase 4 there are significant opportunities to create new materials and fabrication 

laboratories and co-locate structures and materials personnel from ED and RD. This new capability will allow further 

consolidation of existing laboratories and offices, and the vacated building can be re-configured or demolished. 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A32

6.0 Electromagnetics 

and 

Software-Intensive Flight Systems 

Laboratories 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A33

6.0 Electromagnetics and Software-Intensive Flight Systems Labs 

• SAFETI: variety of interconnected facilities and labs, integrated avionics development testbed and proof-of-concept experiments 

• HIRF: electromagnetic interference / compatibility, high RF field upset measurements, 3 reverberation chambers, 10 KHz – 18 GHz 

• AirSTAR & MOS: flight research using various sub-scale models, hardware/software infrastructure, remote pilot of subscale aircraft, flight 

control algorithm impl/eval, data/video telemetry, data archiving, audio comm 

• Electromagnetic Properties of Materials Lab: 1–18 GHz waveguide sample holder, Ka Band 26.5-40 GHz & W band 75-90 GHz 

• Low Frequency Antenna Test Facility: tapered far field anechoic range, 200 MHz – 18 GHz, Ka Band 26.5 GHz to 40 GHz 

• Compact Range Test Facility: electromagnetic scattering and antenna performance, anechoic chamber, 500 MHz – 40 GHz 

• Experimental Test Range: microwave compact range, 300MHz-18 GHz, 13‟x13‟ test section, not in operation as originally designed

• Photonics Lab: advanced photonics and Lidar fabrication and testing, High Spectral Resolution Laser (HSRL) development 

• Smart Visual Awareness Lab: optical & IR enhanced imaging, patented Retinex software, real time DSP processing for flight deck vision 

• Mobile Radar Van: 34‟ vehicle for remote radar research at airports and specialized locations with ADS-B and kinetic weather events 

Systems & Airframe Failure 

Emulation Testing & 

Integration (SAFETI) Lab, 

B1220 

High Intensity Radiation 

Facility (HIRF, B1220) 

AirSTAR and Mobile Operations 

Station (MOS), at B1220 Low Frequency Antenna 

Test Facility, B1299 

Mobile Radar Van, 

at B1299 

Compact Test Range, 

B1299 

Electromagnetic Prop 

of Mat Lab, B1299 

Smart Visual Awareness 

Lab, B1299 Experimental Test Photonics (laser) Lab, B1299 

Range, B1299F 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A34

6.0 Electromagnetics and Software-Intensive Flight Systems Labs --

 -- Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Exploration Research and Development Programs

• Enabling Technology Dev & Demo

 

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.1 Advance Earth system science to meet the challenges of climate and environmental change. 

Earth Science Programs

• Earth Science Multi-Mission Operations

• Earth System Science Pathfinder

• Earth Systematic Missions

Future Earth Science missions include:

• CLARREO - Climate Absolute Radiance and Refractivity Observatory 

• ASCENDS – Active Sensing of CO2 Emissions over Nights, Days, & Seasons 

• GEO-Cape - Geostationary Coastal and Air Pollution Events mission 

• 3-D WINDS Dimensional Tropospheric Winds from Space-based Lidar 

• CERES – clouds and the Earths‟ Radiant Energy System

• SAGE – stratospheric aerosol and gas experiment 

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA02. In-Space Propulsion Technologies 

• TA04. Robotics, TeleRobotics, and Autonomous Systems 

• TA08. Science Instruments, Observatories, and Sensor Systems 

• TA09. Entry, Descent, and Landing Systems 

• TA11. Modeling, Simulation, Information Technology, and Processing 

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A35

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Airspace Systems Program

• NextGen Concepts and Technology Development

• NextGen Systems Analysis, Integration, and Transition

Aviation Safety Program

• System-Wide Safety and Assurance Technologies

• Vehicle Systems Safety Technology

• Atmospheric Environment Safety Technologies

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Unmanned Aircraft Systems in the National Airspace System

6.0 Electromagnetics and Software-Intensive Flight Systems Labs --

 --Mission Relevance 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A36

1. Designer materials/chemistry & metamaterials 

2. Autonomous scene (pattern) recognition 

3. All-weather flight operations (by remote sensing) 

4. Wireless everything, sensor networks and swarms 

5. High power electromagnetics (beaming, levitation, 

in-space propulsion 

6. Robotic/Autonomous vehicles (machine 

intelligence) 

7. Distributed air traffic management 

8. Design integrity / formal methods 

9. System safety assurance (software-intensive 

systems) 

10. Operational integrity (architectural concepts, 

verified solutions, system requirements) 

11. Experimental validation (avionics IVHM, UAS 

platforms) 

6.0 Electromagnetics and Software-Intensive Flight Systems Labs 

Research and Development: 

SAFETI Lab [9, 10, 11] 

HIRF Facility [4, 5, 7, 9] 

AirSTAR & MOS [6, 7, 8, 9, 10, 11] 

Elect Prop Mat [1, 4] 

Low Freq Antenna Test [?] 

Compact Test Range [4, 5, 11] 

Exp Test Range [5, 6, 11] 

Photonics (laser) Lab [3, 6] 

Smart Visual Aw Lab [2, 3] 

Mobile Radar Van [6, 7, 11] 

Mission: ARMD, HEOMD, SMD, STP 

Technical Challenges / Test Requirements: Co-Dependencies: 

1. Compute Infrastructure

R and D in B1299&F: 

Elect Prop Mat 

Low Freq Antenna Test 

Compact Test Range 

Exp Test Range 

Photonics (laser) Lab 

Smart Visual Aw Lab 

Mobile Radar Van 

R and D in B1220: 

SAFETI Lab 

HIRF Facility 

AirSTAR & MOS 

Vacate B1220? 

N/Y 

2 

Sustain 

current 

capability 

No

Consolidate / relocate 

SAFETI Lab (options 

B1268, B1230, or NT #3?) 

Relocate AirSTAR and 

MOS to hangar 

Close, relocate, or rebuild 

around HIRF Facility 

(ROM~$M?) 

Yes 

Vacate B1299? 

N/Y 

1 

Building age 

and condition 

will eventually 

require rehab 

No

Repurpose Exp Test Range, 

B1299F (ROM~<$4M), 

close LFAntenna and Compact 

Test Ranges 

Yes 

Consolidate Elect 

prop Mat with 

materials labs in 

B1293 or NT 3/4 

Move Photonics 

and SmVisAw 

Labs in NT 3/4 

NT 3 Yes or No
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A37

6.0 Electromagnetics and Software-Intensive Flight Systems Labs 

Key Decision Points (KDP): 

6.1 Vacate Building 1299. Move Electromagnetic Properties of Materials Lab, Photonics Lab, and Smart Visual Awareness 

Lab to New Town #3; and re-purpose B1299F and close the Low Frequency Antenna Test Range and the Compact Test 

Range ROM~<$4M 

6.2 Vacate Building 1220. Move HIRF Lab to New Town #3 or suitable alternative, consolidate EMI/EMC Lab with the 

Environmental Test Lab in B1250 or other suitable location, and relocate SAFETI lab in suitable alternative location 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A38

7.0 Systems Development 

(Fabrication, Engineering and 

Environmental Testing) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A39

7.0 Systems Development Facilities 

Composite Model 

Development Lab 

B1238B 

Advanced Machining 

Development Lab 

B1225 & B1245 

Flt Test Article 

Development & 

Integr. Lab 1232A 

Microelectronics 

Development Lab 

B1238A 

Investment Casting 

Development Lab 

B1237A 

Flight Electronics 

& Software B1202 

EMI/EMC 

Test Facilities B1220 

Vibration Test 

Labs B1250 

Fabrication Facilities 

Engineering and Environmental Test 

Thermal-Vacuum 

B1250 

Instr Processing 

Cleanroom B1250 

• Buildings 1238, 1238B, 1232A, 1225, 1250, 1202 high bays for systems integration, fabrication, environmental test and flight avionics labs 

• Vibration testing of aerospace components, subsystems, and small payloads; sine sweep (5 to 2000 Hz), random (20 to 2000 Hz) (B1250) 

• Mechanisms Development Lab, liquid-Helium thermal-vacuum chamber, temp range 20K to 300K and press from atm to 1x10-6 torr (B1202) 

• 8‟ x 15‟; 6‟ X 6‟; 5X5; clean thermal-vacuum chambers can achieve a temperature of -310°F and uses quarts lamps for heating which can heat 

a test article to approximately 220°F; test pressures from atmosphere to 1X10-6 torr (B1250) 

• 40 „ X 40‟ X 16‟ Class 1000K Cleanroom for Instrument and Space flight hardware processing (B1250); 1000K Cleanroom (B1202, B1250)

• Flight Electronics Labs, development, test and integration for flight hardware (B1202) 

• Electromagnetic Compatibility Testing; Provide testing per MIL-STD-461 for spaceflight hdw and RTCA-DO-160 for aeronautics hdw (B1220) 

• Pyrotechnics and explosive storage and processing for flight systems and ground-based testing (B1159 and B1158, not pictured above) 

• Composite test articles dev, test article instrumentation, autoclave processing, CNC for composites (B1238B) 

• Materials castings (ceramics, metals and resins), composite coupon machining and additive manufacturing. (B1237A) 

• Sensor/actuation development, laser ablation applications, electronics fabrication and scanning electron microscope. (B1238A) 

• Welding, large test article integration, advanced processing EBF and large metallic rolling (currently in standby) (B1232 and 1244A) 

• Metallic machining , CNC machining, turning and electro-discharge and general and precision machining (B1225 and B1245, metal shed)
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A40

7.0 Systems Development -- Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.1 Sustain the operation and full use of the International Space Station (ISS) and expand efforts to utilize the ISS as a National Lab for scientific, technological, 

diplomatic, and educational purposes and for supporting future objectives in human space exploration. 

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

• Space Launch System

Exploration Research and Development Programs

• Advanced Exploration Systems

• Exploration Precursor Robotic Missions

• Flagship Technology Demonstrations

• Enabling Technology Dev & Demo

• Lunar Precursor Robotic Program

 

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.1 Advance Earth system science to meet the challenges of climate and environmental change. 

Earth Science Programs

• Earth Science Multi-Mission Operations

• Earth Science Technology

• Earth System Science Pathfinder

• Earth Systematic Missions

Future Earth Science missions include:

• CLARREO - Climate Absolute Radiance and Refractivity Observatory 

• ASCENDS – Active Sensing of CO2 Emissions over Nights, Days, & Seasons 

• GEO-Cape - Geostationary Coastal and Air Pollution Events mission 

• 3-D WINDS Dimensional Tropospheric Winds from Space-based Lidar 

• CERES – clouds and the Earths‟ Radiant Energy System

• SAGE – stratospheric aerosol and gas experiment 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A41

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.2 Understand the Sun and its interactions with Earth and the solar system. 

Heliophysics Programs

• Heliophysics Explorer 

• Living with a Star

• Near Earth networks

• New Millennium

• Solar Terrestrial probes

2.3 Ascertain the content, origin, and evolution of the solar system and the potential for life elsewhere. 

Planetary Science Programs

• Discovery

• Mars Exploration

• New Frontiers

• Outer Planets

2.4 Discover how the universe works, explore how it began and evolved, and search for Earth-like planets. 

Astrophysics Programs

• Astrophysics Explorer

• Cosmic Origins Exoplanet Exploration

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA04. Robotics, TeleRobotics, and Autonomous Systems 

• TA05. Communication and Navigation 

• TA08. Science Instruments, Observatories, and Sensor Systems 

• TA09. Entry, Descent, and Landing Systems 

• TA12. Materials, Structures, Mechanical Systems, and Manufacturing 

• TA14. Thermal Management Systems 

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Aeronautics Test Program

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Environmentally Responsible Aviation

7.0 Systems Development – Mission Relevance 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A42

1. Develop system engineers with strong and 

broad technical background to integrate 

disciplines to deliver complex systems 

2. Develop engineering expertise / methods to 

reduce space-based flight hardware and 

ground-based research hardware costs 

3. Deliver technology demonstrations for research 

and TRL progression for technologies that can‟t 

be furthered through ground-based testing 

4. Develop competencies in scientists, researchers 

and engineers in the ability to define 

requirements for test and flight hardware 

systems 

5. Integrate latest manufacturing technologies and 

processes into test articles and flight hardware 

6. Support broad range of research activities that 

require test hardware 

Technical Challenges/ Test Requirements: 

7.0 Systems Development Facilities 

 Co-Dependencies: 

1. Compute infrastructure 

2. 16M Ther-Vac 

3. RD Labs in acoustics, impact 

dynamics 

4. Airfields for UAVs (Aberdeen, 

Blackstone, Wallops) 

Fabrication: 

Composite Model Development Lab (B1238B) 

Advanced Machining Lab(B1225) 

Investment Casting Development Lab (B1237C) 

Flight Test Article Dev & Int Lab (B1232A &1244A) 

Microelectronics Development Lab (B1238A) 

Metal Shed (B1245) 

Mission: ARMD, SMD, HEOMD, STP 

Flight Qual. & Environmental Test: 

Vibration Test Cells (B1250) 

EMC/EMI Test Facility (B1220) 

Thermal- Vacuums (B1250) 

Cleanliness Certification Lab (B1250) 

Pyro-Technics Hnd & Str (B1158 & 59) 

40’ X 40’ Instr Proc Cleanroom (B1250)

Bonded Stores (B1250) 

Mission: SMD, HEOMD, STP 

Design Development Labs: 

EEE Parts and Packaging Lab (B1202) 

Mechanism Dev and Eval Lab (B1202) 

Lidar Systems Dev Lab (B1202) 

Flt Electronics & Software Lab (B1202) 

UAV Dev & Integration Lab (B1230) 

Integrated Design Center (B1209) 

Mission: SMD, HEOMD, STP 

Renovate/Consolidate/Vacate: 

Adv Mach Lab (comb with Test 

 Article Integ Lab) 

Consolidate ED & RD Rapid 

 Prototyping/Manufacturing 

Consolidate RD & ED Composite 

 Processing 

Collocate EMI/EMC to B1250 

(ROM~$3M) 

New Lab, Integrated Capabilities: 

Integrated Systems 

Development from design 

development, rapid prototyping 

through flight qualification; 

Aerospace Manufacturing Center 

of Excellence R&D 

(transformation of workforce) 

NT 6 

If funds become 

available for NT P5 

New Capabilities: 

Large Space Structures 

Deployment (vacuum sph 

B1295; upgrades required) 

1 

3 

Recent investments in 

B1250 and B1202 

Cranes, HVAC, Th-Vac 

and cleanrooms 

Critical for future missions, 

systems and concept to flight in 

SMD, HEOMD and ARMD 

Y/N 

Continue 

Fabrication 

In-house 

yes/no? 

4 

Purchase fabrications 

services off-site; 

partner with other 

NASA centers 

Yes 

No

2 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A43

7.0 Systems Development Facilities 

Key Decision Points (KDP): 

7.1 Rehab large structures vacuum sphere (B1295) for new large space structures testing; 

7.2 Consolidation Options: consolidate EMI/EMC Lab with the Environmental Test Lab in B1250 or other suitable 

location, if new high bay addition is necessary seek program funding (ROM~$3M); develop new capability for IR Calibration 

(B1250) ROM~$5M, see KDP 8.3 in Sensor Systems; optimize fabrication facilities; consolidate Center‟s essential 

composites processing capability into New Town #4, allowing B1267 to be demolished. 

7.3 If New Town Phase 6 funds approved, consolidate multiple disciplines and associated fabrication labs and 

environmental test. Will allow B1209, remainder of B1250, B1232A, B1232B and B1225 to be vacated. 

7.4 Continue fabrication services in-house, yes/no? 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A44

8.0 Sensor Systems Laboratories 

(Laser/Lidar and remote sensing) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A45

8.0 Sensor Systems Laboratories 

Remote Sensing (B1202): 

Optical Receivers Development Lab 

Optical Detectors Dev & Test Lab 

Detector & Camera Electronics Dev Lab 

Optical Metrology and Calibration Lab 

Roof-Top Observatory Lab 

Fabry-Perot Interferometry Lab 

Camera Development and Test Lab 

Mission: SMD, HEOMD, STP 

Laser/Lidar Technology Development (B1202): 

Laser/Lidar Electronics Lab 

Laser Diode Characterization Lab 

Laser Material Spectroscopy Lab 

Laser Observatory Test Range 

Laser Altimetry Lab 

Diode Pumped Laser Lab 

Coherent Lidar Receiver Lab 

2 Micron Solid State Laser Lab 

Lidar Systems Dev Lab (same as Systems Dev) 

Photonics (HSRL B1299, Electromagnetics Lab) 

Mission: SMD, HEOMD, STP 

New Lab, Integrated Capabilities: 

Integrate associated Laser/Lidar Labs, 

Integrate associated Remote Sensing Labs 

Integrate Nano Materials and Sensors Labs, 

Consolidate Flight Avionics Labs and SD Labs 

NT 3 

New Capabilities: 

Laser/Lidar Test Range (1 Km) 

Dual use T-Vac/IR Calibration 

1 

Critical for future 

missions, systems, 

& concept to flight in 

SMD and HEOMD 

1. CLARREO - Climate Absolute Radiance 

and Refractivity Observatory 

2. ALHAT – Autonomous Landing and 

Hazard Avoidance Technology 

3. ASCENDS – Active Sensing of CO2 

Emissions over Nights, Days, & Seasons 

4. GEO-Cape - Geostationary Coastal and 

Air Pollution Events mission 

5. 3-D WINDS Dimensional Tropospheric 

Winds from Space-based Lidar 

6. Autonomous Rendezvous and Docking 

7. CERES – clouds and the Earths‟ Radiant 

Energy System 

8. Wake vortex, clean air turbulence 

Technical Challenges: 

Co-Dependencies: Systems Development, Science Laboratories, & Langley Aircraft 

Remote Sensing & 

Laser/Lidar Labs 

B1202 

3 2 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A46

8.0 Sensor Systems – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

Exploration Research and Development Programs

• Exploration Precursor Robotic Missions

• Flagship Technology Demonstrations

• Enabling Technology Dev & Demo

• Lunar Precursor Robotic Program

 

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.1 Advance Earth system science to meet the challenges of climate and environmental change. 

Earth Science Programs

• Applied Sciences

• Earth Science Multi-Mission Operations

• Earth Science Research

• Earth Science Technology

• Earth System Science Pathfinder

• Earth Systematic Missions

Future Earth Science missions include:

• CLARREO - Climate Absolute Radiance and Refractivity Observatory 

• ASCENDS – Active Sensing of CO2 Emissions over Nights, Days, & Seasons 

• GEO-Cape - Geostationary Coastal and Air Pollution Events mission 

• 3-D WINDS Dimensional Tropospheric Winds from Space-based Lidar 

• CERES – clouds and the Earths‟ Radiant Energy System

• SAGE – stratospheric aerosol and gas experiment 

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A47

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA08. Science Instruments, Observatories, and Sensor Systems 

• TA09. Entry, Descent, and Landing Systems 

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Aviation Safety Program

• Atmospheric Environment Safety Technologies

8.0 Sensor Systems – Mission Relevance 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A48

8.0 Sensor Systems Laboratories 

Key Decision Points (KDP): 

8.1 In New Town Phase 3, integrate associated Laser/Lidar, Remote Sensing, and Flight Avionics Labs from B1202; 

8.2 Develop a new Laser/Lidar Test Range (1Km), current ADLF site meets needs with building re-purposed (ROM~$500K 

to repurpose B1258); 

8.3: Develop a dual use Thermal-Vacuum and IR Sensor Calibration (co-locate with Environmental Test Lab in B1250 or 

alternate site) capability if program agrees to fund (ROM~$5M); 

Environmental 

Test Lab 

Science Labs 

B1250 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A49

9.0 Entry, Descent, and Landing 

(cross-referenced to 

Aerothermodynamics, Mat. & Struc., & 

Sys. Dev.) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A50

9.0 Entry, Descent, and Landing Facilities 

(See cross-references to Aerodynamics, Aerothermodynamics, Hypersonics Airbreathing Propulsion, 

Materials and Structures, and Systems Development Facility Strategies) 

New Lab and Integrated Capabilities 

captured in above cross-references 

 LaRC Wind Tunnels, Facilities, and Laboratories (cross-reference):

20” Mach 6 (see Aerothermodynamics) 

31” Mach 10 (see Aerothermodynamics) 

TDT (See Aerodynamics, unique planetary atmosphere simulation capability) 

Unitary Plan Wind Tunnel (See Aerodynamics) 

HyMETS (see Hypersonic Airbreathing Propulsion) 

CF4 (See Aerothermodynamics) 

8’ High Temp (See Hypersonic Airbreathing Propulsion) 

20’ Ft Vertical Spin (See Aerodynamics) 

LandIR (See Structures and Materials) 

Other Facilities and Labs (not at LaRC): 

Arc Jets (ARC) 

Ballistic Ranges (ARC) 

Sounding Rocket and Balloon Programs (WFF) 

Shock Tubes (HyPulse) 

Technical Challenges/ Test Requirements: 

1. Aerodynamic characterization and 

stability of parachutes, inflatable 

aerodynamic decelerators, aeroshells, 

descent vehicles, landers, and their 

combinations 

2. Supersonic aerodynamic 

characterization. Validation of RCS 

Interactions

3. TPS Materials Characterization, Unique 

CO2 capability 

4. Supersonic Retro-Propulsion (SRP) CFD 

Validation & configuration screening 

5. Force/moment data for flight aero 

database or CFD validation 

6. Hypersonic Gas Chemistry validation and 

CFD pressure model validation 

7. High temperature testing of flexible / 

deployable TPS systems at flight heat 

rates and shear conditions. 

 Disciplinary Dependencies:

Aero-Sciences 

Flight Dynamics 

Structures and Materials 

Systems Engineering 

Thermal Protection 

Systems Analysis 

Coupled Loads Analysis 

Aero-Propulsion 

Guidance, Navigation and Control 

Large-Scale, Precision Fabrication 

Integration and Test 

Compute Infrastructure 

Missions: 

STP: HIAD, SIAD, Trim Tab 

SMD/Planetary: 

Lunar South Pole-Aitken Basin Sample Return 

Venus In Situ Explorer 

Saturn Probe 

Comet Surface Sample Return 

Trojan Asteroid Tour and Rendezvous 

HEOMD: MPCV, and Commercial Cargo 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A51

9.0 Entry, Descent, and Landing – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

Exploration Research and Development Programs

• Advanced Exploration Systems

• Exploration Precursor Robotic Missions

• Flagship Technology Demonstrations

• Enabling Technology Dev & Demo

• Lunar Precursor Robotic Program

 

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.2 Understand the Sun and its interactions with Earth and the solar system. 

Heliophysics Programs

• Near Earth networks

• New Millennium

2.3 Ascertain the content, origin, and evolution of the solar system and the potential for life elsewhere. 

Planetary Science Programs

• Discovery

• Mars Exploration

• New Frontiers

2.4 Discover how the universe works, explore how it began and evolved, and search for Earth-like planets. 

Astrophysics Programs

• Astrophysics Explorer

• Cosmic Origins Exoplanet Exploration
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A52

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

TA09 Entry, Descent, and Landing Systems (possible future missions):

• Crewed orbital velocity return 2015

• Lunar sample return 2017/2022/2027

• Asteroid sample return 2017/2022/2027

• Venus lander 2017/2022/2027

• Mars sample return sample 2018

• ISS down-mass capability 2018

• Crewed high-vel Earth return 2020

• Mars sample return orbiter 2022

• Mars sample return surface 2024

• Crewed asteroid rendezvous 2025

• Mars network 2029

• Saturn probes 2032

• Titan aerial vehicle, landers 2032

• Crewed Mars Orbiter 2035

• Crewed Mars Surface 2041

• Icy Moon Lander 2042

 

9.0 Entry, Descent, and Landing – Mission Relevance 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A53

10.0 Langley Aircraft 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A54

10.0 Langley Aircraft 

• Hawker Beech B200: modified with two nadir portals for remote sensing, isokinetic aerosol inlet and wing pylons 

• Hawker Beech UC-12B: modified with same nadir portals as B200; production cargo door 

• Cessna 206H: seating for subject pilot, safety pilot & researcher; equipped with LaRC GA Baseline Research System (GABRS) 

• Cirrus SR22: composite structure; seating for subject pilot, safety pilot & researcher; equipped with GABRS & Surrogate UAS 

• Dassault HU-25C: greater range, speed, and altitude than B200s 

• Cessna Col 300 (LC-40): composite structure; original four seats; flyable storage 

• Rockwell OV-10A: twin turboprop with tandem seating; aft cockpit can be reconfigurable for research; flyable storage 

• Rockwell OV-10G: two aircraft, upgraded engines, propellers and avionics (potential for NAVAIR leasing); flyable storage 

• Textron Bell UH-1H: only NASA research helicopter; low altitude; not currently instrumented; ready for prototype flash lidar for ALHAT 

• Hangar & aircraft fuel storage: recently upgraded (upgraded roof, foam fire suppression sys.); used for DoD transient aircraft

• Flight Systems Integration Lab: in B1244; flight and research hardware/software integration; flight-to-simulator integration 

• Flight Operations Support Center: provides real-time monitoring of flight ops via telemetry and video downlinks or relays to other sites 

Hawker Beech B200 Hawker Beech UC-12B Cessna 206H Cirrus SR22 Dassault HU-25C

Cessna Columbia 

300 (LC-40), storage 

Rockwell OV-10A

storage 

Rockwell OV-10G

storage 

Textron Bell UH-1H

Hangar and aircraft fuel storage 

(multiple functions in B1244 unrelated to 

aircraft operations) Flight Sys Integration Lab 

Flight Ops Support Ctr 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A55

10.0 Langley Aircraft – Mission Relevance 

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.1 Advance Earth system science to meet the challenges of climate and environmental change. 

Earth Science Programs

• Applied Sciences

• Earth Science Multi-Mission Operations

• Earth Science Research

• Earth Science Technology

• Earth System Science Pathfinder

• Earth Systematic Missions

Future Earth Science missions include:

• CLARREO - Climate Absolute Radiance and Refractivity Observatory 

• ASCENDS – Active Sensing of CO2 Emissions over Nights, Days, & Seasons 

• GEO-Cape - Geostationary Coastal and Air Pollution Events mission 

• 3-D WINDS Dimensional Tropospheric Winds from Space-based Lidar 

• CERES – clouds and the Earths‟ Radiant Energy System

• SAGE – stratospheric aerosol and gas experiment 

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Unmanned Aircraft Systems in the National Airspace System

 

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A56

1. Earth Radiation budget 

2. Active Remote Sensing of aerosols 

3. Active remote sensing of Atmospheric species 

(CO2, CO, O2, CH4, etc.) 

4. Solar/Lunar Occultation 

5. Air quality measurements 

6. Mission validation (CALIPSO) 

7. Instrument Validation (HSRL, etc.) 

8. Atmospheric Modeling 

9. Spectroscopy 

10. Satellite Data analysis 

11. Hyperspectral remote sensing 

12. Far-IR for Planetary science 

13. UAS in NAS operations development 

(ARD/RD) 

Science Directorate Technical Challenges/Test Requirements: 

10.0 Langley Aircraft 

Co-Dependencies: 

1.Science Directorate 

2.Research Directorate 

3.LAFB 

Science Research Support Aircraft: 

Hawker Beech B200 [2,3,5,6,7,11] 

Hawker Beech UC-12B [2,3,5,6,7,11] 

Cessna 206H [1,5,7,11] 

Cirrus SR22 [13] 

Dassault HU-25C [2,3,5,6,7,11] 

Textron Bell UH-1H [7] 

Hangar & Fuel Stor. [aircraft support] 

Flt. Sys. Integ. Lab [1,2,3,5,6,7,11,13] 

Flt. Ops. Support Ctr. [1,2,3,5,6,7,11,13] 

Mission: SMD, HEOMD, ARMD 

Capability sufficient for current & future planned work 

-------

Sustains essential aircraft operations capability 

--------

Space available in Hangar complex for consolidation 

Y/N 

KDP 10.1 Continue to station Science 

Research Support Aircraft In-house at 

Langley. yes/no? 

1 

Yes 

No

Station Langley aircraft at 

Wallops, PHF?, or Dryden; 

partner with Dryden 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A57

11.0 Flight Simulators 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A58

11.0 Flight Simulators 

• Cockpit Motion Facility: 3-axis motion; accommodates Research Flight Deck, Integration Flight Deck, and Generic Flight Deck 

• Research Flight Deck: full mission functionality; operates in fixed or motion base; displays modeled after B787; GPS and ADS-B datalink 

• Integration Flight Deck: full mission functionality; operates in fixed or motion base; replicates B757 flight deck 

• Generic Flight Deck: glass generic cockpit; 2 crew & 3 observers; operates in fixed or motion base; interchangeable control inceptors 

• Differential Maneuvering Sim: two identical 40‟ domes; 360-deg visual scene; vibration simulation; realistic cockpit environment 

• Development and Test Sim: B777, MD-11, A-320 functionality; 2 crew & 3 observers; full mission functionality 

• Lunar Flight Deck: pilot flies in standing position; reconfigurable simulator; visual system 135 deg horizontal by 67.5 deg vertical 

• Visual Motion Sim: capability to be replaced by Cockpit Motion Facility; VMS will eventually be decommissioned 

• Research Systems Integration Lab: human-in-the-loop simulates end-to-end mission; interfaced directly to simulators; com & nav capabilities 

Cockpit Motion Facility (B1268) Research Flight Deck (B1268) Integration Flight Deck (B1268) Generic Flight Deck (B1268) 

Differential Maneuvering 

Simulator (B1268) 

Development and Test 

Simulator (B1268) 

Lunar Flight Deck (B1268) Visual Motion 

Simulator (B1268) 

Research Systems 

Integration Lab (B1268) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A59

11.0 Flight Simulators – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• Fixed Wing Project

• Rotary Wing Project

• High Speed Project

• Aeronautics Sciences Project

Airspace Systems Program

• NextGen Concepts and Technology Development

• NextGen Systems Analysis, Integration, and Transition

Aviation Safety Program

• System-Wide Safety and Assurance Technologies

• Vehicle Systems Safety Technology

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Unmanned Aircraft Systems in the National Airspace System
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A60

1. Air/Ground functional allocation 

2. Airborne surveillance-based applications 

3. Integration of UAS in the NAS 

4. Eliminate need for pilot‟s natural vision outside 

cockpit 

5. Visual display methods enabling massive 

probabilistic data tomes 

6. Visual display methods for autonomous systems 

operations 

7. Technologies and methods which retain the best of 

radio and data comm while eliminating worst 

8. Culture-neutral, language neutral flight deck 

9. Human/automation function allocation 

10. Human systems integration for UAS in NAS 

11. Human operator engagement and adaptive 

automation 

12. Sustainability and validation of sim accuracy, 

sim/flight data interdependencies 

Technical Challenges/Test Requirements: 

11.0 Flight Simulators 

Co-Dependencies: 

1. Research Directorate 

Research and Development: 

Cockpit Motion Facility [1,4,6,7,8,9,11,12] 

Research Flight Deck [1,4,6,7,8,9,11,12] 

Integration Flight Deck [1,4,6,7,8,9,11,12] 

Generic Flight Deck [1,4,6,7,8,9,11,12] 

Differential Maneuvering Sim. [3,10,11] 

Development & Test Sim. [1,4,6,7,8,9,11,12] 

Lunar Flight Deck [9,11] 

Research Sys. Integ. Lab [1,4,6,7,8,9,11,12] 

Mission: ARMD, HEOMD 

Simulators sufficient for current & future planned work 

-------

Sustains Essential Simulators and Laboratories 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A61

12.0 Flight Dynamics & Controls Labs 

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A62

12.0 Flight Dynamics and Controls Laboratories 

• 12-Ft Low-Speed Tunnel: housed in 60-ft sphere, max operation pressure is 7 psf (77 ft/sec at sea level), Re ~492K 

• Vertical Spin Tunnel: 12-sided, 20 ft by 25 ft, velocity from 0 to 85 ft/sec, dynamically scaled free-flying models used to investigate 

large angle spinning, tumbling, out-of-control phenomena 

• Experimental Techniques Lab: used for rig check-out, model build-up and teardown, evaluate new test techniques, adjacent to 14x22

• Controls Research Lab: general purpose lab areas comprising 6000 sq ft, open floor plan, standard electronic instrumentation, raised 

floor area, open mezzanine, and specialized computer equipment for DAC and real-time control 

• Drop Shop: dedicated to supporting research flight of remotely piloted vehicles, build-up areas, workbenches, and overhead crane 

Exp Techniques Lab Drop Shop (B1237C) 

(adjacent to 14x22, B1212) 

Vertical Spin Tunnel 

Controls Research Lab 

(B1232A) 

12-Ft Low-Speed Tunnel 

VST 12’

VST is ATP supported, located on East Side: 

(capability addressed in aerodynamics) 

Labs not supported by ATP, located on West Side 

Buildings 644, 645, 

645A, and 646 

Technical Challenges: 

1. System identification, self-directed flight test 

2. Uncertainty modeling in nonlinear controls systems 

3. Autonomy and unmanned air systems 

4. Controls in complex nonlinear systems 

5. Adaptive real-time guidance 

6. Aerodynamic modeling for difficult flight regimes 

(nonlinear/unsteady flow, transonic) 

7. Uncertainty requirements and quantification for 

flight mechanics simulations 

8. Improved experimental and computational methods 

for modeling aeroelastic effects on flight mechanics 

predictions 

9. Modeling and prediction of aerodynamic decelerator 

performance and dynamics 

10. Operations, handling qualities, and 

dynamics/control of UAVs 

11. Development of handling qualities criteria for piloted 

spacecraft and landers 

Labs sufficient for current & future planned work 

-------

Sustains Essential Flight Dynamics and 

Controls Laboratories 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A63

12.0 Flight Dynamics & Controls – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Cargo

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

• Orion Emergency Rescue Vehicle

• Space Launch System

Exploration Research and Development Programs

• Exploration Precursor Robotic Missions

• Flagship Technology Demonstrations

• Enabling Technology Dev & Demo

• Lunar Precursor Robotic Program

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA01. Launch Propulsion Systems 

• TA02. In-Space Propulsion Technologies 

• TA09. Entry, Descent, and Landing Systems 

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A64

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• Fixed Wing Project

• Rotary Wing Project

• High Speed Project

• Aeronautics Sciences Project

Aviation Safety Program

• System-Wide Safety and Assurance Technologies

• Vehicle Systems Safety Technology

Aeronautics Test Program

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Environmentally Responsible Aviation

• Unmanned Aircraft Systems in the National Airspace System

12.0 Flight Dynamics & Controls – Mission Relevance 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A65

13. Crew Systems & Aviation 

Operations Laboratories 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A66

13.0 Crew Systems & Aviation Operations Laboratories 

• IDEAS Lab: low-to-medium fidelity simulation facility for quick turnaround experiments and prototype display development for 

human factors studies, human-in-the-loop evaluations, or single pilot simulation 

• ATOL Lab: investigate multi-aircraft operations, ADS-B modeling of messages, prototype decision support tool for AFR ops 

• OCAPI Lab: investigates functional status of human pilots for improved human/automation integration, pilot performance traits, 

use of attention distribution for display evaluation and use control of interfaces 

• VISTA-III: visual flight simulator/workstation using COTS rear-screen projectors to replicate a pilot‟s visual surroundings 

Intermediate Design Eval and 

Sim (IDEAS) lab, B1268 

Operator Char & Perf Investigations 

Lab (OCAPI), B1268A 

Visual Imaging Simulator of Trans 

Aircraft Sys (VISTA-III), B1268D 

1. Air/Ground functional allocation 

2. Airborne surveillance-based applications 

3. Integration of UAS in the NAS 

4. Eliminate need for pilot‟s natural vision 

outside cockpit 

5. Visual display methods enabling massive 

probabilistic data tomes 

6. Visual display methods for autonomous 

systems operations 

7. Tech & methods which retain the best of 

radio & data com while eliminating worst 

8. Culture-neutral, language neutral flight 

deck 

9. Human/automation function allocation 

10. Human systems integration for UAS in 

NAS 

11. Human operator engagement and 

adaptive automation 

Technical Challenges / Test Requirements: 

Air Traffic Operations Lab (ATOL), B1268 

Labs sufficient for current & future planned work 

-------

Sustains essential Crew Systems & Aviation Operations Laboratories 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A67

13.0 Crew Systems & Aviation Operations – Mission Relevance 

Strategic Goal 1: Extend and sustain human activities across the solar system.

1.2 Develop competitive opportunities for the commercial community to provide best value products and services to low Earth orbit and beyond. 

Commercial Spaceflight Programs

• Commercial Crew

1.3 Develop an integrated architecture and capabilities for safe crewed and cargo missions beyond low Earth orbit. 

Exploration System Development Programs

• Multi-Purpose Crew Vehicle

 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Airspace Systems Program

• NextGen Concepts and Technology Development

• NextGen Systems Analysis, Integration, and Transition

Aviation Safety Program

• System-Wide Safety and Assurance Technologies

• Vehicle Systems Safety Technology

• Atmospheric Environment Safety Technologies

Aeronautics Test Program

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Unmanned Aircraft Systems in the National Airspace System

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A68

14.0 Science Laboratories and 

Atmospheric Science Data Center 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A69

1. Earth Radiation budget 

2. Active Remote Sensing of aerosols 

3. Active remote sensing of Atmospheric 

species (CO2, CO, O2, CH4, etc.) 

4. Solar/Lunar Occultation 

5. Air quality measurements 

6. Mission validation (CALIPSO) 

7. Instrument Validation (HRSL, etc.) 

8. Atmospheric Modeling 

9. Spectroscopy 

10. Satellite Data analysis 

11. Hyperspectral remote sensing 

12. Far-IR for Planetary science 

Technical Challenges / Test Requirements: 

14.0 Science Laboratories and Atmospheric Science Data Center 

Co-Dependencies: 

1. Research Aircraft 

2. Compute Infra 

3. Systems Development 

4. ED Sensor Systems 

• Note: SD operates field 

deployed instruments; ED 

develops fundamental 

measurement capability 

Science Laboratories (B1250) 

Advanced Lidar Dev elopment Lab 

Data Sys Int and Testing Lab 

DLH/DACOM Laser Lab 

Electronics Test Lab 

Laser/ Lidar Lab 

Lidar Development Lab 

Molecular Spectroscopy Lab 

Ozone Dial Test Lab 

Sc Instrument Integration & Cal Lab 

Mission: SMD 

Compute & Data Center Infrastructure 

Atmospheric Sc Data Center - (B1268C) 

Atmospheric Sc An Computer Rm (B1250) 

CERES SCF Computer Room #1 (B1250) 

CERES SCF Small Server Room #2 (B1250) 

CERES SCF Staging Lab (B1250) 

HALOE Server/Simulation Room (B1250) 

INSTRUMENT SIMULATOR ROOM (B1250) 

PROJECTS COMPUTER LAB (B1250) 

SERVER LAB (B1250) 

Mission: SMD 

Sustains essential 

Science laboratories 

Labs sufficient for current 

& future planned work 

Sustains essential 

Compute capability 

Continue to consolidate 

compute in 1268 Compute 

Complex 

Compute Infrastructure 

sufficient for current & 

future planned work 

Atmospheric Science 

 Data Center (B1268C) 

NT 6 

Capability to be consolidated 

into New Town #6 

NT 4 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A70

14.0 Science Laboratories & Atmospheric Science Data Center--

 -- Mission Relevance 

Strategic Goal 2: Expand scientific understanding of the Earth and the universe in which we live.

2.1 Advance Earth system science to meet the challenges of climate and environmental change. 

Earth Science Programs

• Applied Sciences

• Earth Science Multi-Mission Operations

• Earth Science Research

• Earth Science Technology

• Earth System Science Pathfinder

• Earth Systematic Missions

 Future Earth Science missions include:

• CLARREO - Climate Absolute Radiance and Refractivity Observatory 

• ASCENDS – Active Sensing of CO2 Emissions over Nights, Days, & Seasons 

• GEO-Cape - Geostationary Coastal and Air Pollution Events mission 

• 3-D WINDS Dimensional Tropospheric Winds from Space-based Lidar 

• CERES – clouds and the Earths‟ Radiant Energy System

• SAGE – stratospheric aerosol and gas experiment 

 

Strategic Goal 3: Create the innovative new space technologies for our exploration, science, and economic future.

3.1 Sponsor early-stage innovation in space technologies in order to improve the future capabilities of NASA, other government agencies, and the aerospace 

industry. 

3.2 Infuse game-changing and crosscutting technologies throughout the Nation‟s space enterprise to transform the Nation‟s space mission capabilities. 

3.3 Develop and demonstrate the critical technologies that will make NASA‟s exploration, science, and discovery missions more affordable and more capable. 

3.4 Facilitate the transfer of NASA technology and engage in partnerships with other government agencies, industry, and international entities to generate U.S. 

commercial activity and other public benefits. 

NASA Space Technology Roadmaps:

• TA08. Science Instruments, Observatories, and Sensor Systems 

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A71

15. Measurement Sciences 

(flow physics, acoustics, and 

combustion) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A72

15.0 Measurement Sciences (flow physics, acoustics, & combustion) 

Nonintrusive Diagnostics 

Lab (CARS, B1221) 

Harsh Environment Strain 

Gage Lab (B1230) 

AoA Development & 

Evaluation Lab (B1230) 

Adv Strain Measurement 

Lab (B1230) 

Acoustic Measurement 

Systems Lab (B1230) 

Balance Calibration Lab 

(B1237B) 

Chemical/Surface Diagnostics 

Labs (B1200) 

Flow Diagnostics Labs 

(B1200) 

Acoustic Measurement Systems Lab: research and development of acoustic and infrasonic sensors. 

AoA Development & Evaluation Lab: A. G. Davis Table for calibration of AoA sensors and integration of angle measurements; new 

systems for angle, rate, and acceleration measurements 

Harsh Environment Strain Gage Lab: application of strain gages for hot structure testing (flame spray booth) and cryogenic applications 

Advanced Strain Measurement Lab: development of new strain measurement sensors for structures, wind tunnel, and flight testing 

Balance Calibration Lab: calibration of force and moment measurement systems for wind tunnel tests 

Flow Diagnostics Labs: laser velocimetry, particle image velocimetry, Doppler global velocimetry, Coherent Anti-Raman Spectroscopy 

(CARS), laser Induced fluorescence, laser induced thermal acoustics, Rayleigh Scattering 

Chemical/Surface Diagnostics Labs: Pressure sensitive paint, temperature sensitive paint, IR thermography 

Structural Diagnostics Labs: Photogrammetry / Videogrammetry, Project Moire interferometry 

Data Integration / Visualization Labs: virtual diagnostic Interface (ViDi) 

Structural Diagnostics 

Labs (B1200) 

Data Integr/Visualization 

Labs (B1200) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A73

15. Measurement Sciences (flow physics, acoustics, & combustion) 

 -- Mission Relevance 

Strategic Goal 4: Advance aeronautics research for societal benefit.

4.1 Develop innovative solutions and advanced technologies through a balanced research portfolio to improve current and future air transportation. 

Fundamental Aeronautics Program

• Fixed Wing Project

• Rotary Wing Project

• High Speed Project

• Aeronautics Sciences Project

Aeronautics Test Program

4.2 Conduct systems-level research on innovative and promising aeronautics concepts and technologies to demonstrate integrated capabilities and benefits in a 

relevant flight and/or ground environment. 

Integrated Systems Research Program

• Environmentally Responsible Aviation

 

 

 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A74

Challenge # 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Aerodynamic 

Challenge 

PropAirframe 

Integration

/Acoustics

Jet 

Interaction

Noise Source 

Identification 

CFD Code 

Development

CFD Data 

Verification

Flow 

Control

Fluid-Structure

Interaction 

Fundamental 

Flow Physics 

(Turbulence, 

Transition, 

Separated 

Flows) 

Highly 

Unsteady 

Flows, 

Including 

Rotor Aero

Performance (6 

DOF F, M, P, T)

Blunt Bodies 

(for EDL) 

Flight Dynamics 

(Stability and 

Control) 

Exploratory Research; 

Novel Configurations

Turbulence 

Modeling

Measurement Priorities Comments 

Technical 

Challenges 

Addressed

Near Term (0-3 Years) 

1 Balance and angle of attack,6 DOF Force & Moments 

Improvements in dynamic response and range of balances and AOA. AOA 

measurement needs to be at least one order of magnitude. Powered models will 

require improved flow-thru balances. 

1,4-5,10,12 

2

Time-dependent velocity and pressure/density maps 

throughout flow fields of smooth-body separated flows 

Currently requires seed particles in the flow to scatter light; getting particles into the 

core region is difficult. Planar and volumetric methods required 2-9, 14 

3 Far field sound Phased array microphones 2, 3 

Mid Term (3-6 Years) 

1 Shear stress/skin friction 

Re-establish LaRC capability in this area. Need the development of global and point 

sensors capable of high frequency (< 5 kHz). Other techniques also needed include 

global surface heat flux and pressure. 

1-5, 8, 9, 12 

2 Improved surface pressure Improve efficiency and accuracy global surface pressure. Higher frequency response of 

global surface pressure and low-cost robust sensors. 1, 2, 4, 6-11

3 Volumetric flow characterization Tomographic flow measurement technique 2-9, 14 

4 Improved shape sensing Increase acquisition rates, analysis rates, and efficiency of existing systems to 

determine actual surface shapes 2-10, 12-13

Long Term (6-10 Years) 

1

Improved global flow field measurements, inflow condition, 

time correlations of velocities, separation bubbles, wakes 

and jets 

High frequency multipoint velocimetry techniques 8, 9, 14 

2 BL and shear layer velocities and Reynolds stresses Required for turbulence modeling and fundamental flow physics. Difficult to make 

close to the surface on a wind tunnel model; embedded sensor systems 5-6, 8-9, 14 

3

Molecular-Based, Non-Intrusive High-Frequency, NearSurface Velocity in BL Required for turbulence modeling and simulation. Seedless techniques. 2-9,14 

15.0 Measurement Sciences (aerodynamics requirements) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A75

 

Measurement Priorities Comments 

Technical 

Challenges 

Addressed

 Near Term (0-3 Years) 

1 Single & phased array microphone measurements; 

characterization of atmospheric conditions during flight testing

Efficient high-count array hardware and software 

Remote sensing of all weather parameters 1 

 Mid Term (3-6 Years) 

1 

Planar high-frequency fluctuating multi-component velocity field; 

velocity-velocity & pressure-velocity correlations; Planar highfrequency pressure & temperature fields; Model shape; Farfield 

noise measurements (all simultaneous)

Enhanced seeding systems and/or planar molecular techniques. New 

technology for pressure/ temperature/velocity correlations. 4-7,11-14

2 Single microphone measurements over several square miles; 

characterization of atmospheric conditions during flight testing

Command/control of mics over large area. Intelligent sensor systems. 

Remote sensing of all weather parameters 1,3 

3 Global structural response; Acoustic intensity

Currently has scanning vibrometry capability - need multi-point / multiplane capability in this area.Multi-point /planar/curved surface vibrometry; 

Microphone measurements

9,10 

 Long Term (6-10 Years) 

1 

Global high-frequency fluctuating multi-component velocity field; 

velocity-velocity & pressure-velocity correlations; Global pressure 

& temperature fields; Model shape; Farfield noise measurements 

(all simultaneous)

Enhanced seeding systems and/or planar molecular techniques. New 

technology for pressure/ temperature/velocity correlations with 

simultaneous acoustic measurements.

4-7,11-14

2 Single mics; simultaneous surface radiation, structural response, 

and global external fluctuating surface pressure External measurements in flight are the most pressing need. 2 

3 Global pressure and structural strain and velocity in a harsh 

environment (2000 deg F and 172 dB) High temperature and noise transducers for pressure. 8 

1 Flyover Noise Assessment of Aircraft 

and Operations (EER/IER/MAF) 4 

Acoustic and Flow Field 

Characterization of Propulsion 

Concepts (LSAWT/SAJF) 

7 Development of Advanced Acoustic 

Measurement Methods (QFF) 10 Vibroacoustic Characterization (SALT) 13

Characterization of Integrated 

Propulsion/Airframe in Realistic 

Environment (14x22)

2 Cabin Noise Assessment of Aircraft 

and Materials (SALT/Flight) 5 Performance of Nozzles for Uniform and Mixed Flow (LSAWT/SAJF) 8 High Cycle Fatigue of Structures for Thermal/Acoustic Loads (TAFA) 11 Development of Acoustic Liners for Noise Reduction (LTF) 14

Validation of Models and CFD/CAA 

Codes (14x22, LTF, LSAWT, SAJF, 

TAFA)

3 

Evaluation/Modeling of Human 

Response to Sonic Boom 

(IER/MAF/EER) 

6 Small-scale Testing for Concept 

Development and Validation (QFF) 9 

Transmission Loss Characteristics 

and Validation of New Concepts 

(SALT) 

12

Characterization of Liner Skin 

Friction Drag and Acoustic 

Performance (LTF)

15.0 Measurement Sciences (acoustics requirements) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A76

Challenge # 1 2 3 4 5 6 7 8 9 10 11 12

Aerothermody

namic 

Challenge 

Aeroelastic 

interactions for 

large, inflatable 

deployable 

aeroshells 

RCS & thruster 

performance & 

interactions for 

maneuvering and 

control 

Boundarylayer 

transition 

effects 

Stage, 

payload, 

shroud 

interactions

Aerothermo

of complex 

topological 

features 

Retro-propulsion 

& stagnationpoint injection 

for deceleration, 

maneuvering, 

cooling 

Unsteady 

wake-flow 

physics and 

associated 

wake and 

shear layer 

impingement

Shock-shock 

Interactions 

with inlets, 

wings, control 

surfaces, towed 

ballutes 

Multi-Gas, 

Planetary 

Aerodyamics

High-enthalpy 

chemical and 

vibrational nonequilibrium effects 

during atmospheric 

entry 

High Re 

Number 

Turbulent 

Heating 

Physics

Aerodynamic 

Controls 

Performance

Measurement Priorities Comments 

Technical 

Challenges 

Addressed

 Near Term (0-3 Years) Implementation of High-Payoff, Existing Capabilities 

1 Turn-Key flow visualization and quantification 

(seeded/planar) 

Locally-seeded technique that is revealing critical Information about flow field 

structure, velocity, density, and temperature. 2, 3, 6, 7, 8 

2 Intrusive High-Frequency Surface and Flow Field 

Pressure and Temperature 

Very difficult, but within-reach capability to provide hypersonic measurements on 

and near surface and in flow field. Can be disruptive of small-model flow field..

3, 6, 8, 9, 11 

 Mid Term (3-6 Years) Development of Horizon Capabilities 

1 Model shape and surface deformation during testing Can provide surface displacements, stress, and strain. Potential application for 

mapping global surface heating and pressure to actual model 3D geometry..

1-5, 8, 9, 12 

2 Flow visualization and quantification (seedless/planar) Currently possible for characterization tunnel flow quality, and with continued 

development will provide non-intrusive measurements in model flow field. 1, 2, 4, 6-11

3 High precision single point multi-parameter flow 

measurements 

Provide pressure, velocity, speed of sound, temperature. Applicable to stagnation 

point, powered-model inlet and exit regions, and shock/shock interactions. 1, 4, 6, 8, 9- 11

 Long Term (6-10 Years) Research of New Capabilities 

1 Non-equilibrium Temperature, Density, Species Laboratory and special-niche techniques applicable to most aerothermodynamic 

technical challenges. 1, 2, 4, 5-11

2 Molecular-Based, Non-Intrusive, Near-Surface and 

Flow Field Velocity and pressure 

Required for undisturbed measurements in highly-nonlinear hypersonic interaction 

regions. 1-11

3 Molecular-Based, Non-Intrusive High-Frequency, 

Near-Surface Velocity in BL Required for turbulence modeling and simulation. 3, 10, 11 

15.0 Measurement Sciences (aerothermodynamics requirements) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A77

Challenge # 1 2 3 4 5 6 7 8 9 10a 10b

Hypersonic 

Air Breathing 

Propulsion 

Challenge 

Integrated 

engine free 

jet testing

Scramjet 

flowpath 

configuration 

development

Propulsion 

database 

generation

Inlet 

performance 

and 

operability 

limits 

Flight 

hardware 

ground test 

verification

Propulsion 

controls 

system 

development

Fuel 

injection and 

mixing 

Isolator/ 

combustor 

performance 

and ops 

limits 

Fuels 

research/ 

testing 

CFD model 

validation: 

mixing and 

combustion

CFD model 

validation: 

inlet and 

isolator 

Measurement Priorities Comments 

Technical 

Challenges 

Addressed 

Near Term (0-3 Years) 

1

Flowfield imaging and quantification of minor 

species, temperature and fuel concentration 

(seeded) 

Provide sub-mm spatial resolution images of flow. Use natural seeding of NO 

or OH or locally-seeded fuel jet to visualize combustion, flow field structure, 

measure velocity, mole fraction and temperature. 

1,2,7,9,10 

2

Single-point, multi-parameter simultaneous 

measurement of temperature and 

concentration (seedless) 

Spatially (~2 mm) resolved single-point measurement of temperature and 

major species mole fractions (N2, O2, H2, C2H4, CO, CO2) in supersonic 

combustion flows, including ducted flows with windows. 

2,9,10 

3

Path averaged, line of sight, high speed 

measurement; also tomographic 

measurement (seedless) 

Path-averaged temperature, O2, H2O measurement at inlet and exhaust as 

well as combustion control; Tomography can provide spatially resolved data 

even in complex flow environments (eg. 8'HTT) 

1,2,6 

4

Single point simultanous velocity, sound 

speed and pressure (seedless) 

Spatially resolved (~10 mm) measure of pressure, velocity, speed of sound 

(convert to temperature if composition is known). 10

5

Planar or volumetric imaging of flow velocity 

field, multi component (seeded) 

Provide 2 or 3 components of velocity in a plane (existing capability) or can be 

extended to volume. Some freestreams can be seeded using silane, fuels 

seeded with Al2O3.

2,7,9,10 

Mid Term (3-6 Years) 

1

Multi-point, multi-parameter, simultaneous 

measurement of temperature, concentration 

and velocity (high spatial resoluion, seedless)

High spatial resoultion (~0.2 mm) measure of temperature, density, velocity, 

major species (N2, O2, H2, CH4, C2H4, CO, CO2, H2O) in combustion flows. 

Can add techniques for minor species too.

9,10 

Long Term (6-10 Years) 

1 Method for unstart control Need to detect percurser to combustion-induced unstart 6 

2

Molecular-based, high-frequency 

measurements in ducts, including combustion 

Required for combustion/turbulence modeling and simulation. Need to 

measure temperature, velocity, density, species. Measurements needed at 

up to MHz rates. Technique unknown.

1,2,7,9,10 

15.0 Measurement Sciences (hypersonics airbreathing propulsion) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A78

15.0 Measurement Sciences (flow physics, acoustics, & combustion) 

Key Decision Points (KDP): 

15.1 Relocate the Advanced Sensing and Optical Measurements Laboratories in B1200 to B1230 after the current rehab is 

completed, then demolish B1200. 

15.2 Establish an investment strategy to enable deployment of highest priority methods that are Near-Term (research 

development essentially complete) into the large scale tunnels with enhancements to enable rapid reduction of data to 

measurements of test attributes of interest. For deployment to multiple tunnels, some duplication of equipment and crosstraining of facility personnel is advisable. For Near-term methods (1-3 years, depending on method), ROM estimated 

cost for one technique $500K/year for equipment procurement, 1.5 FTE/year and 2.0 WYE/year.

 

15.3 Advocate for research funding to fully develop highest priority methods that are still under laboratory development. For 

Mid-term methods (development time ~3-6 years), ROM estimated cost for one technique $50K/year for equipment 

procurement, 2.0 FTE/year and 1.0 WYE/year. After achieving TRL 7, consider field deployment (KDP #2). For LongTerm (research and development time ~6-10 years) methods, ROM estimated cost for one technique 1.5FTE/year and 

$150K/year equipment procurement and student or post-doc costs. After achieving TRL 5, establish requirements for field 

deployment (KDP 15.2). 

 

B1200
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A79

16. Compute Infrastructure 

(Computer hardware, networks, 

software & codes) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A80

Current State: 

• Existing center compute assets are fragmented among directorates; large amounts of hardware are end-of-life or antiquated; codes 

are incompatible with emerging architectures; expertise base is aging. 

• Capabilities include CFD, EDL, System Design, Analysis, Environmental Modeling, etc. 

Envisioned Future: 

• Advanced compute can enable completely new missions and lines of work; e.g. “Digital Twin,” multidisciplinary optimization, highresolution concept-to-flight system analysis. 

• A revitalized LaRC Compute System of Systems would provide advanced support to all center missions and provide agility to rapidly 

take on emerging, changing missions. 

• Core LaRC capabilities would leverage assets from across NASA, government, academia, and industry. 

• Revitalization will require commitment, cooperation, collaboration, consolidation, and investment. 

GPU VDI FOSC 

Cloud (Fed, NASA, Industry) DOE, DOD, Industry 

Academia 

Agency: NAS 

A Balanced System of Systems 

Policies Procurement Network HVAC Facilities Power Security 

Workstations 

SAs

Scalable Architectures Provisioning OS‟s

High End 

Support & Infrastructure 

Hardware 

Software 

Algorithms 

People 

Workstation Mid-Range Clusters Specialty 

EDL 

Scientific Compute Apps 

ASDC 

JPL, GSFC, GRC, ARC...

Cluster(s) Storage 

Aero MDO Near-Scale Science / Environment 

Comp Scientist Algorithm Exp. HEC Engineer Compute Architect 

DOE, DOD, Academia, Industry JPL, GSFC, GRC, ARC...

Etc. 

Key: Top Level System Component LaRC Asset Other NASA Asset Asset from Outside NASA 

16.0 Compute Infrastructure (computer hardware, networks, software & codes) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A81

16.0 Compute Infrastructure (computer hardware, networks, software & codes) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A82

Key Decision Points (KDP): 

16.1: Should LaRC embrace cutting-edge compute capability as a key differentiator, helping to lead NASA into the 

virtual age? Compute can be a key differentiator for LaRC, especially in the area of algorithm development. If yes, 

strategic decisions must be made regarding the following factors that will be keys to success: 

1. Address workforce requirements to assure that the Center has the skill mix and critical mass of subject matter 

experts to institutionalize the KDP. 

2. Include space for a cutting edge compute facilities in New Town 4 (or rehab to B1194)? 

Compute space in New Town allows green, efficient computing; retrofitting and maintaining existing facilities is 

costly. Possibility of containerized compute for augmentation. 

3. Consolidate common compute assets, while allowing selected unique capabilities? 

Consolidating enables economies of scale and efficiencies. Manage well to ensure everyone gets what they need. 

16.0 Compute Infrastructure (computer hardware, networks, software & codes) 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A83

17.0 Compressor Station 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A84

17.0 Compressor Station Facility 

• The compressor station is the “heart” of the wind tunnel testing capability at LaRC providing compressed air to more than a dozen 

wind tunnels, including those located on the East side (NTF, 8‟HTT, SLDT, TDT, Jet Noise, 20”M6, 31”M10, UPWT, 14x22, etc).

• The station consists of 5 active (and one mothballed) compressors installed from 1952-1975: three large (8#/sec @ 6ksig) and two 

small (2.5#/sec @ 5ksig), five dryers, 2 cooling towers, bottle fields for storage, support equipment, and miles of piping for distribution. 

• Mean Time Between Failures (MTBF) in 2010 was 134 hours, well short of a new compressor operation with its design life (2400-

2600 hours). 

• All compressors are well in excess of their design life and require significant continued investment to maintain safe and 

operational. 

Technical Challenges: 

1. Maintain Compressor Station to a safe and operable 

steady-state that enables continued operations in light of 

reduced budgets for maintence and repair. 

2. Provide approximately 800-900 klbs of air daily to support 

research testing. 

3. Increase MTBF (Mean Time Between Failures) to industry 

standard for new equipment of 2400 hours (current MTBF 

= 134 hours). 

Co-Dependent Disciplines: 

1. Aerodynamics 

2. Aerothermodynamics 

3. Hypersonics 

4. Entry, Descent and Landing 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A85

17.0 Compressor Station Facility 

NTF

29%

8' HTT

16%

SLDT

12%

TDT

21%

Jet Noise

6%

20" M6 4%

31" M10 5%

UPWT 2%

14 x22’ 0%

Others

5%

2010

126.3M lbs requested 

72.0M lbs delivered 

NTF

26%

8' HTT

SLDT 24%

15%

TDT

9%

Jet Noise

6%

20" M6

6%

31" M10 2%

UPWT 5%

14 x22' 1%

Others

6%

2011

147.4M lbs requested 

94.4M lbs delivered 
8/21/2012 ViTAL LaRC Integrated Facility Strategy Page A86

17.0 Compressor Station Facility 

Key Decision Points (KDP): 

Note: The center continues to operate with a “run-to-failure” maintenance policy, and 

neither preventative nor conditioned-based maintenance is being performed on a 

regular basis, except on certain safety-critical components. These practices, if 

continued into the future, will inevitably result in a degradation of system reliability 

over time. 

17.1 Immediately embark on repair by replacement effort, replacing the existing 3 

small compressors (#1,2, and 3) with one new large compressor (8 lbs/sec, 6000 psi) 

reciprocating compressor and dryer within 3 years ($15M). 

17.2 Systematically assess remaining compressors over the course of the next 15-18 

years using a phased approach, the decision on each phase dictated by system 

capacity reassessment and budget. 
REPORT DOCUMENTATION PAGE Form Approved

OMB No. 0704-0188

2. REPORT TYPE 

Technical Memorandum

 4. TITLE AND SUBTITLE

LaRC 20-Year Center Revitalization Plan

5a. CONTRACT NUMBER

 6. AUTHOR(S)

Mangum, Cathy H.; Harris, Charles E.; Allen, Cheryl L.; Craft, Stephen J.; 

Hope, Drew J.; Kegelman, Jerome T.; Mastaler, Michael D.; Weiser, 

Erik S.

 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

NASA Langley Research Center

Hampton, VA 23681-2199

 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES)

National Aeronautics and Space Administration

Washington, DC 20546-0001

 8. PERFORMING ORGANIZATION

 REPORT NUMBER

L-20168

10. SPONSOR/MONITOR'S ACRONYM(S)

NASA

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Unclassified - Unlimited

Subject Category 99

Availability: NASA CASI (443) 757-5802

19a. NAME OF RESPONSIBLE PERSON

STI Help Desk (email: help@sti.nasa.gov)

14. ABSTRACT

LaRC has developed a 20-Year Center Revitalization Plan. The objective of this plan is to assure that the center infrastructure

is sustainable for the long-term and that the center will have the essential facilities and laboratories to execute the future 

NASA mission. The plan was developed by a centerwide team, VITAL, and was approved by the Center Leadership Council 

(CLC) in March 2012. The revitalization plan will be implemented through the Center Master Planning process. 

15. SUBJECT TERMS

Infrastructure; Operating costs; Revitalization plan

18. NUMBER

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158

19b. TELEPHONE NUMBER (Include area code)

(443) 757-5802

a. REPORT

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432938.11.01.07.43.24.01

11. SPONSOR/MONITOR'S REPORT

 NUMBER(S)

NASA/TM-2012-217592

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