REDAC Environment and 

Energy Sub-Committee Aircraft Technology Research By: Levent Ileri and Arthur Orton 

FAA CLEEN Program Managers 

Date: March 10, 2021 

FeAd
Agenda 

• Continuous Lower Energy, Emissions & Noise (C

Program Overview 

– CLEEN Phase II status – CLEEN Phase III update 

• Aviation Sustainability Center of Excellence (ASC

Technology Projects 

• ICAO CAEP Long Term Aspirational Goal Support 

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Federal Avia

CLEEN Phase I Technologies 

Engine Core  Boeing: Ceramic Matrix Composite 

Exhaust Nozzle 

 GE: TAPS II Combustor  Honeywell: Engine core efficiency 

technologies 

 Rolls-Royce: Ceramic Matrix Composite 

Blade Tracks 

 Rolls-Royce: Dual-Wall Turbine Airfoils 

Airframe  Boeing: Adaptive Trailing 

Edge 

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Nacelle, Fan, and Bypass  GE: Open Rotor Engine Te Pratt & Whitney: Ultra-High 

Geared Turbofan Technolo

Fuel NOx Noise 

 Completed Effort 
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CLEEN Phase II Technologies 

Engine Core  GE: TAPS III Combustor o Honeywell: Compact Combustor System o Honeywell: Advanced Turbine Blade 

Outer Air Seal 

o Honeywell: Advanced High Pressure 

Compressor 

 Pratt & Whitney: High Pressure 

Compressor Aero-Efficiency 

 Pratt & Whitney: High Pressure Turbine 

Aero-Efficiency & Durability 

o Rolls-Royce: Advance RQL Combustor 

Airframe  Aurora: D8 Double Bubble 

Fuselage 

 Boeing: Structurally 

Efficient Wing 

Nacelle, Fan, and Bypass  Boeing: Compact Nacelle – g Delta Tech Ops / MCT: Leadi

Protective Blade Coatings 

o GE: Low Pressure Ratio Advo Honeywell: Advanced Acoust Collins Aerospace: Nacelle T

Fuel  Completed Effort NOx o Continues in FY20 Noise 
CLEEN Highlights 

CLEEN Phase I • GE TAPS II Combustor entered fleet in 2016 on LEAP engine; installed on Airbus 

320neo, Boeing 737 MAX, and COMAC C919 Exceeds CLEEN Phase I NOX Reduction Goal 

• Pratt & Whitney Gen 2 geared turbofan propulsor technology successfully engine tested 

Enables engine designs that provide 20% fuel burn reduction and 20 dB noise reduction 

• Boeing CMC Nozzle flight tested on a 787 aircraft 

Up to 1% fuel burn reduction and 2.3 dB noise reduction 

CLEEN Phase II 

• Delta TechOps/MCT completed in-service flight evaluation of fan blade leading edge protective coating 

Retained efficiency equating to 0.4% to 1% fuel burn savings 

• Boeing completed full scale ground test of Structurally Efficient Wing 

3.5% fuel savings through weight reduction 

• Boeing completed ground engine test of Compact Nacelle technology 

1% fuel burn reduction; enables more efficient engine designs and improved acoustic treatments 

• GE TAPS III combustion system will be implemented in the GE9X-powered Boeing 777X 

Enables NOX emissions 30% below CAEP/8 

• GE completed TRL 6 demonstration of Flight Management System optimization 

algorithms, including electronic flight bag prototype 1% fleet-wide average improvement in fuel burn 

• P&W high pressure compressor completed ground and flight tests—learnings integrated into GTF product line 

0.8-1.0% fuel burn reduction relative to a state-of-the-art engine 

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Recent Accomplishments – Since Fall REDAC Sub-C

Project completion: • Collins Aerospace completed CLEEN Phase II Program scope 

• Short Inlet and Clean Fan Duct technologies will provide a total of 1% 

fuel burn reduction and 2 EPNdB noise reduction 

• Pratt & Whitney completed CLEEN Phase II Program scope 

• Compressor and Turbo Aero-Efficiency technologies will provide a total 

of 1.6-2.0% fuel burn reduction 

• Public final reports will be posted to CLEEN website Major milestones: • Honeywell initiated engine tests of blade outer air seal and compact 

combustor technologies 

• Rolls-Royce completed testing of advanced rich-quench-lean low-Nox 

combustor 

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5

6

4

4 5

4

4

5

6

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5

5

Goal TRL

Reached TRL Milestone TRL Milestone Reached Goal TRL

P&W Turbine Aero‐Efficiency

Technologies 6 4 

Completed CLEEN Phase II Technologies – TRL Miles

CY2015 CY2016 CY2017 CY2018 CY2019 

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 

Aurora Double‐Lobe Aircraft 4 5 

Fuselage

Boeing Structurally Efficient Wing 5 6 

Boeing Compact Nacelle – Short 6 Inlet

Collins Aerospace Integrated Thrust

Reverser 5 Technologies

Delta/MDS/America’s Phoenix 6 Leading Edge Protective Coating

GE Flight Management 4 6 System/Engine Integration

GE MESTANG 4 

GE TAPS III Combustor 5 6 

P&W Compressor Aero‐Efficiency 5 6 Technologies

5 
5

5

4

4

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4 

4 

CLEEN Phase II & CLEEN Phase II Options Technologies – TRL 

Goal TRL

Reached TRL Milestone TRL Milestone Reached Goal TRL

IOI Milestone Date IOI Milestone Date IOI Milestone Date

CLEEN II Options‐‐ Honeywell

Compact High Pressure Compressor 5 6 

CLEEN II ‐‐ Honeywell Compact

Combustor

6 

CLEEN II ‐‐ Honeywell Advanced

Turbine Blade Outer Air Seal

System

5 6 

CLEEN II ‐‐ Rolls‐Royce Advanced

RQL Low NOx Combustor

6 

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 

CY2021 CY2022 CY 2023 

CLEEN II Options ‐‐ Boeing Compact

Nacelle – Aft Duct Acoustics

7 

CLEEN II ‐‐ GE Advanced Acoustics –

Novel Acoustic Liner 6 

CLEEN II ‐‐ GE Advanced Acoustics –

Fan Noise Source Strength 6 

Reduction
4 5

4

IOI Milestone IOI Milestone Date IOI Milestone Date

5

CLEEN Phase II & CLEEN Phase II Options Technologies – TRL 

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Goal TRL

Reached TRL Milestone TRL Milestone Reached Goal TRL

Date

CLEEN II Options ‐‐ Honeywell

Advanced Turbine High

Temperature Blade Material

4 5 6 

CLEEN II Options‐‐ Honeywell

Advanced Acoustics Fan & Liner

Technology

4 5 6 

7 CLEEN II Options‐‐ Rolls‐Royce

Compact Nacelle Flight Test

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 

CY2021 CY2022 CY 2023 
Upcoming CLEEN II Activities 

Next 6 Months’ Activities • Honeywell to conduct additional engine tests of blade outer air seal and 

combustor technologies 

• Preparation for Rolls-Royce flight test of compact nacelle technology • Preparation for Boeing flight test of aft duct acoustics technology • Continued technology development on GE and Honeywell options techn

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Assessment of CLEEN Technologies 

Analytical Evaluation: • Conducted by Georgia Tech through ASCENT COE Project 37 • Evaluating impact on fuel burn and noise out to 2050 • Have completed modeling of CLEEN Phase I technologies and all CLEEN Phase II fue

technologies 

Fuel Burn Benefit: • 36.4 billion gallons of fuel saved cumulative by 2050 from 

CLEEN Phase I and II 

• CO2 emissions reduced by 424 million metric tons over this 

time period – the equivalent to removing 3 million cars from the road from 2020 to 2050 

Noise Benefit: • CLEEN Phase I Contributes to 14% decrease 

in the land area exposed to DNL 65 dB and greater 

• CLEEN Phase II noise benefits assessment ongoing 

Cumulative Fuel Burn Savings 

(Billions of Gallons) 

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CLEEN Phase III 

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Administrat

CLEEN Phase III Overview 

Phase III* 

Time Frame 2021-2025 

Entry into 2031 Service FAA Budget TBD Vehicle Type Subsonic Supersonic 

25 dB cumulative noise 

reduction relative to Stage 5 Reduction during landing and Noise Goal and/or reduces community takeoff cycle (LTO) 

noise exposure 

Fuel Burn -20% re: CAEP/10 Std - Goal 

NO Reduction in absolute NOX X Goal -70% re: CAEP/8 Std (LTO) emissions 

Particulate Reduction rel: CAEP/11 Std -

Matter Goal (LTO) 

* The information for the third phase of the CLEEN Program is notional as the FAA is in the process of developing the final solicitation. 

• CLEEN Phase III: Follow-on 

and Phase II Programs focunoise, emissions and energ

• Purpose: 

– Mature previously conceiv

and fuel burn reduction te

subsonic and supersonic of 3-5 to TRLs of 6-7 to eexpedite introduction of thcurrent and future aircraft 

– Assess jet fuels that could 

emissions or improvemenincluding fuels that enable aircraft and engine designconventional and alternat

The third phase of the CLEEN Program also aims to advance the development and introduction of hydrocarbon jet enable improvements in fuel efficiency and reductions in emissions. This includes fuel blends. The CLEEN Program 

are drop-in compatible with the existing pipeline and airport fueling infrastructure, but have changes in their composaircraft meet these CLEEN Program goals. 

Solicitation has closed and evaluation is complete. 

Expect to make awards in coming months. 
‐

‐

CLEEN Phase III Acquisition Schedule 

Pre CFO Approvals(ASRB, SCRB)

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

CLEEN III Solicitation (SIR)Released

Proposal

Legal Reviews Reviews

ProposalReviews (cont.)

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

PressRelease

Contract Negotiations,T&C agreed, OTAs signed,

and Award(s) Announced

SSO

FAA CFO Approval

ProjectKick‐OffMeetings

FAA CFO Approval

Legal Reviews

CLEEN IIISolicitation(SIR)Released

Prop.Reviews

Release DraftCLEEN III SIR

ASRB9/4

APL‐1

CFOApproval

CLEEN IIISolicitation (SIR)

Legend 

ProposalReviews

Legal Review,Contract Negotiations,Award(s) Announced

Legal Review (iterations), Contract Negotiations,Award(s) Announced

PressRelease

PressRelease

ProjectKick OffMeetings

Legal Review (iterations), Contract Negotiations,Award(s) Announced

FAA CLEEN 

Contractin

Stephen MoStephen.Mo(202) 267‐84

Original Plan Slippage due to AActual (as of Aug 

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Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

ProjectKick OffMeetings

PressRelease

Legal Review (iterations),Contract Negotiations,Award(s) Announced
CLEEN Program - In Summary 

• CLEEN technology development and alternative fuels projects a

under CLEEN Phase II, managing COVID-19 impacts 

• Next CLEEN II + CLEEN III Consortium Meetings: 

– May 4-6, 2021: VIRTUAL – Nov 2-4, 2021: Washington, DC (location TBD – pending COVID restrictio

• In the process of executing CLEEN Phase III awards (2020-2025

– 8 awardees with multiple technology options planned 

• For more on CLEEN https://www.faa.gov/go/cleen 

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ASCENT Technology Projects 

• Continue execution of the environmental technology rese

in our Center of Excellence 

• Provides complementary venue for University-led researc

industry state-of-the-art and expand knowledge broadly 

• Themes: 

– Noise reduction technology modeling and development – System-level modeling and design considerations – Propulsion-airframe integration – Combustion – Turbomachinery – Supersonics (covered in separate session on supersonics) 

• Overview of projects now available on ASCENT website:

https://ascent.aero/topic/Aircraft-Technology/ 

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Technology Projects Summary 

Noise reduction technology modeling and development 

75 Improved Engine Fan Broadband Noise Prediction Capabilities 76 Improved Open Rotor Noise Prediction Capabilities 79 Novel Noise Reduction Liners Enabled by Advanced Manufacturing New 

System-level modeling and design considerations Awar

37 CLEEN Technology Modeling and Assessment 52 Comparative Assessment of Electrification Strategies for Aviation 64 Alternative Design Configurations to Meet Future Demand 

Propulsion-airframe integration 

50 Over Wing Engine Placement Evaluation Pla63 Parametric Noise Modeling for Boundary Layer Ingesting (BLI) Propulsors afte

Combustion 

51 Combustion Concepts for Next-Generation Aircraft Engines 55 Noise Generation and Propagation from Advanced Combustors 66 Evaluation of High Thermal Stability Fuels 67 Impact of Fuel Heating on Combustion and Emissions 68 Combustor Wall Cooling with Dirt Mitigation 70 Reduction in nvPM Emissions from Aero-Engine Fuel Injectors Federal Avia

Administrat

71 Predictive Simulation of nvPM Formation in Aircraft Combustors 
Technology Projects Summary (Cont

Turbomachinery 

56 Turbine Cooling Through Additive Manufacturing 

Supersonics 

10 Aircraft Technology Modeling and Assessment 47 Clean Sheet Supersonic Engine Design and Performance 

Jet Noise Modeling and Measurements to Support Low Noise Supersonic 

59 Aircraft Technology Development 

Low Emissions Pre-Mixed Combustion Technology for Supersonic Civil 

74 Transport 

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Noise Reduction Technology Model

Development 

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ASCENT Project 75: Improved Engin

Broadband Noise Prediction Capabil

Institution: Boston University Funding: $300,000/yr. for 3 years; Second year planned for award in FY21 Objective: Accepted methods for predicting, controlling, and treating fan tonal noise have existed for 

broadband noise. This work will develop a fan broadband noise prediction method that addresses the lower-order models. Approach: Researchers will leverage past experience with low-order model development, machine learning, and training data (some of which is on hand and some of which will need to be obtained/created) to build a fan-wake turbulence surrogate model. The team will also seek to make improvements to the low-order method. Rig testing at UTRC will be considered. Expected Impact: Aft fan broadband noise is an increasingly significant noise source in modern engines. With a faster, more applicable fan broadband prediction method, engine designers will be able to include this outcome as a design variable, which will result in better engine designs. (Ganz e

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ASCENT Project 76: Improved Open 

Noise Prediction Capabilities 

Institution: Georgia Tech Funding: $300,000/yr. for 3 years; Second year planned for award in FY21 Objective: The Contra-Rotating Open Rotor (CROR) system has promising fuel/emissions, but may come with noise penalties. The researchers will perform a sensitivity study on the design parameters of a CROR configuration to enable system design improvements for noise reduction. Approach: Build on past efforts to reduce size of parameter space, then carry out high-fidelity computational aeroacoustics analyses to assess impact of parameters on noise. GE Aviation is a cost-share partner. Expected Impact: Provide both the FAA and industry key insights necessary for design optimization of the CROR system in the future. 

Image S

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ASCENT Project 79: Novel Noise Red

Liners Enabled by Advanced Manufa

Institution: TBD Funding: $300,000 first year planned for award in FY21; $900,000 second year Objective: Explore new noise reduction liner designs that are made possible by novel designs dependadvanced/additive manufacturing techniques. Approach: Design, prototype (including advanced manufacturing trials), and assess novel liner designand drag performance Expected Impact: Provide both the FAA and industry key insights into potential for novel noise reductadvanced manufacturing 

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NEW 
System-Level Modeling and Design 

Considerations 

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ASCENT Project 37: CLEEN Technology Modeling 

Assessment 

Institution: Georgia Tech

Funding: $240,000/yr.; Currently forward funded into FY22

Objective: Independently model and assess the benefits of the technologies that are being

developed under the CLEEN program.Approach: Directly coordinate, capture, and share data with the CLEEN Phase II and III compaorder to accurately model the environmental benefits of each technology. Use these technolo

models in vehicle and fleet‐level assessments of fuel burn, emissions and noise benefits from 

Impact: Quantifies the benefits of the CLEEN Program’s technology investments as they propa

into the fleet.

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ASCENT Project 52: Comparative assessment of e

strategies for aviation 

Institution: MIT

Funding: $300,000; Currently forward funded into FY22

Objective: Quantify costs, emissions and resulting impacts

of different electrification approaches for commercial

aviation. Electrification pathways include all‐electric

aircraft and conventional aircraft powered by hydrogen

or electrofuels (aka power‐to‐liquid fuels) produced fromelectricity.Approach: Develop system level engineering and economic models to estimate the lifecycle em

feasibility of each option. This includes

a detailed assessment of infrastructure issues.

Impact: Identify the conditions under which battery‐powered aircraft, hydrogen, or electrofuel

desirable strategy for aviation from an economic and environmental perspective.

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ASCENT Project 64: Alternative Design Configurat

Future Demand 

Institution: Georgia Tech

Funding: $250,000 year 1; $1,200,000 year

2 planned to be awarded in FY21

Objective: Investigate the potential of future aircraft technologies and designs to reduce CO2 

support of ICAO CAEP Long Term Aspiration Goal (LTAG) feasibility assessment.

Approach: Gather data, model, and assess fuel burn

/ CO2 performance of future aircraft wit

technologies, including advanced tube and wing aircraft and advanced concept aircraft.

Impact: Provide an understanding of the impacts of aircraft technology on the potential evolu

emissions from aircraft. Supply data as input to the larger LTAG analysis effort for these futur

the overall goal feasibility assessment.

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Propulsion-Airframe Integration 

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ASCENT Project 50: Over-Wing 

Engine Placement Evaluation Institution: Georgia Tech Funding: $590,000 over two years; Currently forwarded funded into FY22 Objective: Over-wing nacelle (OWN) concept has potential noise benefits due to shielding and reduced landing gear height, but there is potential for fuel penalties from wing/propulsor aerodynamic interactions if not optimized. Project will deliver method to assess tradeoffs and optimize OWN configuration such that it achieves both noise and fuel burn benefits. Approach: Leverage Georgia Tech experience with OWN, multidisciplinary analysis and optimization, and adaptive sampling to reduce computational cost of analysis. Build on past efforts to include noise shielding effects and analyze multiple flight conditions. Expected Impact: Optimization of an OWN aircraft configuration over a mission with 

noise constraints will enable accurate tradeoffs between noise benefits and fuel burn. 

Informs FAA and industry on viability of OWN technology. 

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ASCENT Project 63: Parametric Noise Modeling fo

Institution: Georgia Tech Funding: $300,000; Planned to conclude after year 1 due to limitations on available data Objective: Identify, develop, and validate a parametric fan noise module for a generic BLI propuls

noise implications of advanced vehicle concepts that employ BLI (e.g., D8, STARC-ABL). Approach: Utilize lower order methods with validation against higher fidelity approaches and any experimental data sets. Quantify turbulence ingestion, mean flow distortion, and shielding in a suffmultiple classes can be captured. Expected Impact: Tool that allows propulsor designers to identify potential noise related problem concepts early in the conceptual design process to further define solutions for mitigation of noise iANOPP in the future. 

Layer Ingesting (BLI) Propulsors 

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Combustion 

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ASCENT Project 51: Combustion Concepts 

for Next-Generation Aircraft Engines 

Institution: MIT

Funding: $300,000 for

2 years;

Currently forwarded funded into FY22

Objective: The purpose of this project is to identify futureaircraft engine designs which increase the efficiency of

future aircraft, while simultaneously reducing emissions.

Approach: conducting simulations on new jet enginecombustor technologiesExpected Impact: This project will provide novelcapabilities to efficiently evaluate the performance of

aircraft engine designs, which involve co‐optimizationof fuel, combustor, and engine cycle. In this project, MIT plans to deve

engine concepts with promising n

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ASCENT Project 55: Noise Generation and 

Propagation from Advanced Combustors Institution: Georgia Tech

Funding Level: $1,500,000/yr. for

2 years;

Currently forwarded funded into FY22

Objective: Develop knowledge to enable the reduction of jet engine

combustor noise. This program will improve understanding of how

combustion noise is generated, develop tools to predict noise levels andguide design decisions, and ultimately enable quieter aircraft engines.

Approach: Project will conduct simulations in various parts of the

combustor and conduct testing to validate the modelling results as well as

create benchmark data for use by others.

Expected Impact: The knowledge from this project will enable the

development of efficient gas turbine combustors that produce less noise.

The result will be reduced development time and costs for new engines

that meet future noise requirements.

Accurat

atomiza

Eddy Sipredict

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ASCENT Project 66: 

Evaluation of High Thermal Stability Fuels Institution: University of Dayton

Funding: $184,997 first year; Planned for award of $100,000 second year beginning FY21

Objective: Investigate potential improvements in jet engine fuel burn when fuels with high the

used as coolants or subjected to engine temperatures higher than currently realizable with typ

fuel thermal stability.

Improve understanding of what fuel components drive thermal stability properties.

Approach: Identify engine components that could benefit from cooling using high thermal stab

heat transfer models to these components to estimate energy recovery. Identify optimum coo

maximize heat recovery. Estimate resulting fuel efficiency gains from combined impacts of coo

heat recovery maximization, and reduced engine component weight.

Impact: Provide analysis of the benefits deriving from the usage of high thermal stability fuels 

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ASCENT Project 67: 

Impact of Fuel Heating on Combustion and EmissiInstitution: PurdueFunding: $250,000/yr. for 2 years; Second year planned for award

in FY21Objective: Investigate the effects of hot fuel on combustionperformance and the level of emissions for a lean burn combustor.

Approach: The effects of heated fuel will be investigated using

nonintrusive laser diagnostic methods and by physical probe

sampling to monitor emissions and combustion efficiency.Impact: Fuel can be used to support increased thermal

management load, enabling higher flight speeds or higher engine

efficiencies..

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ASCENT Project 68: 

Combustor Wall Cooling with Dirt Mitigation 

Institution: Penn State University

Funding: $150,000 year 1; $150,000 year 2 planned for award in FY21

Objective: Develop new design to reduce dirt accumulation in thecombustor cooling liner during operating conditions

Approach: Study a cooling design for combustor walls that is insensitive to

dirt accumulation, as well as an improved understanding of why it is

insensitiveImpact: Dirt mitigations will result in fuel burn reductions over a longer

time period as well as allowing continued turbine operations while

reducing turbine maintenance.

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ASCENT Project 70: 

Reduction of nvPM emissions from aero-engine fue

Institution: Georgia Tech

Funding: $500,000/yr.; Second year planned for award in FY21

Objective: Investigate how jet fuel atomization affects the

formation and oxidation of non‐volatile particle matter (nvPM) in

operating conditions and develop a model of a novel fuel injectorto reduce nvPM formation.Approach: PI will use optical diagnostics to measure nvPM volume

and flow field for a set of Honeywell injectors. Data will be used to

develop CFD model to simulate nvPM formation oxidation.

Impact: Enable the development of fuel injectors that haveimproved fuel atomization and reduced nvPM formation.

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ASCENT Project 71: Predictive Simulation of So

Institution: Georgia Tech

Funding Level: $500,000/yr.; Second year

planned for award in FY21

Objective: This project will establish

a new multiscale

approach to predict soot formation in aircraft

combustors. All modeling tools already exist with this GT

team but

a systematic coupling of these tools in multi‐

scale, multi‐physics strategy has yet to be accomplished

by anyone.Approach: The project will conduct simulations for

chemical kinetics mechanisms, will include new

chemistry and new subroutines. Additionally CFDmodelling will be conducted to assess the impact of

turbulence.Expected Impact: Improve knowledge of emissions

formation should enable development of improved

combustors with lower emissions characteristics.

Snapshot of results using Metsimulation capability which wfor a Monte Carlo simulation omechanisms associated with and growth 

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Turbomachinery 

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ASCENT Project 56: Reduced Fuel Burn through D

Cooling of Turbine Airfoils Made Possible through Manufacturing 

Institution: Penn State University

Funding: $400/yr. for three years; Currently forward funded into FY22

Objective: Develop and fabricate potential thermal performance improvements to turbine air

based additive manufacturing.Approach: PI will investigate the potential gains possible bymanufacturing turbine airfoils using three‐dimensional

metal‐based additive manufacturing and comparing

them to traditional metal cast turbine airfoils

Impact: Additive manufacturing can improve cooling efficiency

by exploring more complex cooling geometries. Can lead to

decrease in fuel burn and reduce thermal stresses.

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ICAO CAEP Long Term Aspirational Goal (LTA

• FAA continues to provide staffing and researchers to 

CAEP exploration of feasibility of a long term aspiratiofor CO2 emissions from international aviation 

• Engaging directly across all aspects of this work (tech

operations, scenarios) to support assessment of curreforeseen, innovative measures to contribute to CO2 runder various future scenarios 

• Leveraging ASCENT Project 64 to provide analysis s

technology modeling/analysis/assessment 

– Feeds into larger assessment of feasibility of an aspirationa

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Conclusions 

• CLEEN Phase II is executing its fifth successful ye

– Ten technology projects have reached their maturation goal

more expected in the next year, even after COVID impacts 

• CLEEN Phase III will continue our efforts to accele

maturation of environmental aircraft technologies fleet (2020-2025) 

– Eight awards planned Q2 CY2021 

• New ASCENT projects continue to expand our airc

technology research portfolio 

• Continuing to support CAEP LTAG work across se

projects 

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Backup Slides 

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CLEEN Noise Goal in Context 

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CLEEN Phase III Fuel Burn Goal in Context 

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