NASAJ. V. Lebacqz

AVIATION SYSTEM CAPACITY PROGRAM

Dr. J. Victor LebacqzDirector, Aviation System Capacity &

Aerospace Operations Systems Programs

NASA

14 December 1999

www.asc.nasa.govwww.aos.nasa.gov

NASAJ. V. Lebacqz

NASA Strategic Enterprises

NASA EnterprisesPrimary Customers

Decision Makers

UltimateBeneficiary

The Public

Administrationand

Congress

UltimateResource Provider

The Public

Space ScienceScience and Education Communities

Technology Innovators

Mission to Planet EarthScience, Commercial, and Education Communities

Policy Makers

Human Exploration and Development of Space

Science and Education CommunitiesCommercial Sectors

Aero- Space TechnologyAerospace and Nonaerospace Industries

Other U.S. Government Agencies

Crosscutting ProcessesManage Strategically

Provide Aerospace Products and CapabilitiesGenerate Knowledge

Communicate Knowledge

NASAJ. V. Lebacqz

OAT Enterprise “3 Pillars”

• Global Civil AviationGlobal Civil Aviation– Five stretch goals

• Revolutionary Technology Leaps

– Three stretch goals

• Access to Space– Two stretch goals

NASAJ. V. Lebacqz

Five Goals for Global Civil Aviation

Reduce the aircraft accident rate by a factor of five within 10 years, and by a factor of 10 within 20 years.

While maintaining safety, triple the aviation system throughput, in all weather conditions, within 10 years

Reduce the perceived noise levels of future aircraft by a factor of 2 within 10 years, and by 4 within 20 years

Reduce emissions of future aircraft by a factor of 3 within 10 years, and by 5 within 20 years

Reduce the cost of air travel by 25% within 10 years, and by 50% within 20 years

NASAJ. V. Lebacqz

Delay Growth and Mitigation

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022

Year

Current NAS

Current NAS with partialAATT/TAP tools

Future NAS - Free Flight

“Free Flight - Preserving Airline Opportunity”, Capt. Russell G. Chew, American Airlines, September 22, 1997

2007 Goal

Airline Schedule Integrity Lost if Average Delay > 4 Mins

Predicted delay growth due to 2.3% annualized growth in air traffic (FAA, NASA, Boeing consistent)

System efficiency as measured by average delay in NAS

2007

2025202020152010200520001997

Safe, efficient air traffic management with all-weather operation beyond current clear-weather capacity

Expanded, high productivity utilization of short-runway and runway independent aircraft within an expanded NAS

2022

Operations Systems

Aircraft Configuration

Real-time, distributed intelligent automated aviation system-wide monitoring with safety and operational advisories

High productivity, weather tolerant vehicle systems with intermodal operations capability

Phase III

Terminal AreaProductivity

Extended OperationsSystems

Advanced Air Transportation Technologies

Technology for AdvancedOperational Concepts

Aviation Safety Program

Phase IIPhase I

Base R&T Program

Other Agencie, Industrys

Systems Tech. Program; Planned and Funded

Systems Tech. Program, Required but Unfunded

Intermodal Operations Demo

Phase I Phase II

Integration of IntelligentAviation Systems

FAA NAS Architecture

Information Technology & Aerospace Operation Systems

Advanced Runway Independent Vehicle Systems

Goal 4: Aviation System ThroughputWhile maintaining safety, triple the Aviation System throughput, in all weather conditions, within 10 years

Benefits:• Enable significant improvements to critical transportation infrastructure• Assure safe, reduced delay flight as air traffic density increases• Improve mobility for public• Improve air-traveler’s time productivity

CHALLENGES OUTCOMES

Revolutionary High Productivity Vehicle Systems

Rotorcraft, Airframe Systems & Propulsion Systems

Short-HaulCivil Tilt Rotor 2

Short-HaulCivil Tilt Rotor

Industry /FAA Industry/DoD/FAA

NASAJ. V. Lebacqz

ARC

Aviation Ops SystemsAstrobiology

Info Tech

Simulators Scientific & EngineeringComputational Facilities

OAT Aeronautics Programs Structure

Center:

Mission:

COE:

FacilityGroup Lead:

CompetencyGroup Areas:

DFRC

Flt Rsrch

Atmos Flt Ops

Aircraft &Flight Facilities

LaRC

Airframe SysAtmos Science

Structures &Materials

WTs & Aero,Aerothermo Facilities /

Struct Test Facilities

LeRC

Aeropropulsion

Turbomachinery

PropulsionFacilities Programs/

Lead Centers

ISE / LaRC

HPCC / ARC

Capacity / ARC

Aero Veh Sys/LaRC

Prop Sys/LeRC

Av Ops Sys/ARC

Flt Rsrch/DFRC

Info Tech/ARC

Rotorcraft/ARC

HumanFactors

Air TrafficManagement

Rotorcraft &VSTOL Techs

Turbomachinery& Combustion

Inlets, Nozzles &Mechanical Engine

Components

PropulsionMats & Structs

PropulsionSupport Tech

Exp Aircraft Flight Research

Test Bed A/CResearch & Ops

Flight Test Tech& Instrument

AirborneSystems

Structures &Materials

Aerodynamics

Mission / SysAnalysis

Crew StationDesign & Integ

RPVResearch & Ops

HybridPropulsion

HypersonicTechnologies

InformationSystem Techs

Safety / LaRC

Icing Technologies

NASAJ. V. Lebacqz

OBJECTIVES

GOAL

Safely enable major increases in the capacity & productivity of the NAS through development of revolutionary operations systems & vehicle concepts

• Improve NAS capacity, efficiency and access

• Improve collaboration, predictability and flexibility for the NAS users.

• Maintain system safety & minimize environmental effects

• Develop vehicle concepts & technologies for runway-independent operations

• Develop, validate & transfer advanced concepts, technologies & procedures to the customer community

ASC GOALS AND OBJECTIVES

NASAJ. V. Lebacqz

Terminal Area Productivity (TAP)

Safely achieve clear-weather airport capacity in instrument-weather conditions:

• increasing single runway throughput 12 to 15%• reducing lateral spacing below 3400 feet on parallel runways

ASC PROGRAM ELEMENTS

Advanced Air Transportation Technologies (AATT)

In alliance with the FAA, enable next generation of increases in capacity, flexibility and efficiency, while maintaining safety, of aircraft operations within the US and global airspace system:

• increasing terminal throughput 40%• increasing enroute throughput 20%

ASC Project GoalsShort-Haul Civil Tilt-Rotor (SHCT)

Develop the most critical technologies to enable a civil tilt-rotor: • reducing perceived noise 12 dB• enabling safe terminal area operations• enabling OEI operation

NASAJ. V. Lebacqz

BUDGET BY CENTER

Gross ($K) Center Prior FY98 FY99 FY00 FY01 FY02 FY03 FY04 TOTAL

Capacity 132.5 56.1 53.7 50.2 69.2 77.6 79.6 45.1 564.0

Ames 62.6 34.2 35.9 32.1 47.5 55.2 69.9 39.9 377.2

Langley 63.2 19.5 13.9 13.3 19.2 20.4 8.2 4.2 162.0

Lewis 6.8 2.4 3.9 4.7 2.5 2.0 1.5 1.0 24.8

576-01 AATT 31.9 30.0 35.0 35.0 65.8 77.6 79.6 45.1 400.0

Ames 26.5 24.6 28.1 26.5 44.8 55.2 69.9 39.9

Langley 4.4 4.1 4.7 6.1 18.5 20.4 8.2 4.2

Lewis 1.0 1.3 2.2 2.4 2.5 2.0 1.5 1.0

576-02 TAP 71.3 16.0 10.0 7.0 104.3

Ames 22.9 4.5 3.2 1.6

Langley 46.9 11.6 6.7 5.4

Lewis 1.5

576-03 CTR 29.3 10.1 8.7 8.2 3.4 59.7

Ames 13.2 5.1 4.5 4.0 2.7

Langley 11.9 3.9 2.5 1.9 0.7

Lewis 4.3 1.1 1.7 2.3

NASAJ. V. Lebacqz

FAA/NASA Partnership

• Strong Joint Program with Federal Aviation Administration• Based upon 8 MOU’s and MOA’s - listed in PCA• Administrators of NASA and FAA signed pioneering MOU in 9/95

– Formation of Inter-Agency Integrated Product Team (IAIPT)– Executive Steering Committee from Aviation Community

• NASA and FAA Administrators sign Agreement re “Partnership to Achieve Goals in Aviation and Future Space Transportation”

• FAA/NASA Executive Committee meets quarterly - Assoc. Admin level

• National Plan for ATM Research Developed - approved by AA’s: • Version 1.0 in September 1996;Version 3.0 in March 1999

• Final IG Report on review of AATT Project released in June 99.– Acknowledged NASA’s positive relationship with FAA and industry due to

the Interagency Product Team, the Executive Steering Committee, and the FAA/NASA Executive Committee.

– IG review resulted in no Findings or Recommendations.

• Short-Haul Civil Tilt-rotor also conducted under aegis of NASA/FAA MOA

NASAJ. V. Lebacqz

ALLIANCES

FAA

Short-Haul Civil Tilt-rotor (SHCT)

Advanced Air Transportation Technologies (AATT)

Terminal Area Productivity (TAP)

Aviation System Capacity (ASC)

NASA/FAA Inter-Agency Integrated Product Team (IAIPT)

Advisory Groups• ATM R&D Exec. Steering Committee• Rotorcraft ASTAC• Goals ASTAC• SHCT Steering Committee

Participation with Customers• RTCA:

• Free Flight Steering Committee• Free Flight Select Committee• 2003-2005 Capabilities Working

Group• Program Management Committee

• AIAA, AHS, SAE, ATA• FAA/EUROCONTROL R&D Committee

NASA

NASAJ. V. Lebacqz

Aircraft Configuration Examples:

Short-Haul Civil Tiltrotor (SHCT) Project

NASAJ. V. Lebacqz

SHCT Benefits to CapacityResults of 1999 FAA Newark Airport Task Force Study

Of all the airport improvements examined (except for a new runway) the Tiltrotor using SNI operations, provided the greatest benefit.– In annual delay reduction costs, Tiltrotor would save $700M, a new runway $950M

Impact of Tiltrotor on the Reduction of Airport delays

68.6

102

144.1

32.7

58.1 60.6

20

30.8 33.9

0

30

60

90

120

150

180

VFR Special VFR IFR/IMC

BaselineTiltrotorNew Runway

Impact of Tiltrotor on the Reduction of Airport delays

68.6

102

144.1

32.7

58.1 60.6

20

30.8 33.9

0

30

60

90

120

150

180

VFR Special VFR IFR/IMC

BaselineTiltrotorNew Runway

NASAJ. V. Lebacqz

Active Tiltrotor Noise Reduction

• Achieved a 7.0 dB BVI noise reduction from baseline XV-15 blades

– Used closed-loop HHC with blade pressure transducers for feedback

• Follow-on test– Verify results and expand

test conditions

– Microphone mounted on RTA for feedback

80x120 wind tunnel test of 3 blade XV-15 rotor

PI: Mark Betzina, Ames Research Center

NASAJ. V. Lebacqz

XV-15 Open-Loop HHC BVI Noise Reduction

Best Phase 2/rev HHCHHC Off

PreliminaryPreliminarydB

V V

Mu = 0.150, Tip-Path-Plane Angle = 3 deg., Ct/s = 0.09, Mtip = 0.691

PI: Khanh Nguen, Ames Research Center

NASAJ. V. Lebacqz

Noise Abatement Flight Profiles

* Flight conditions: airspeed (knots) / nacelle angle (degrees)

2000 ft ALTITUDE3 deg. initialglideslope

9 deg. finalglideslope

3000 ft ALTITUDE

3 deg.

9 deg.

Nacelle declerationfor landing

110/60 140/30 180/0

LDP: 50/80@ 200 ft.

250/0

180/0

140/30

110/60

LDP: 50/80@ 200 ft.

250/0<-

Approach AApproach A

Approach BApproach B

PI: Bill Decker, Ames Research Center