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AERONAUTIC ENGINEERING BOARD NATIONAL ACADEMY Ol= ENGINEERING

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CIVIL A V I A T I O N

R E S E A R C H

- A N D

DEVELOPMENT

An Assessment of Federal Government Involvement

SUMMARY REPORT AERONAUTICS AND SPACE ENGINEERING BOARD

NATIONAL ACADEMY OF ENGINEERING

August 1968 Washington, D. C.

The study and r epor t by the Aeronaut ics and Space Engineering Board of the National Academy of Engineering were supported by the National Aeronaut ics and Space Adminis t ra t ion under T a s k Orde r Cont rac t NSR 09-012-912.

Available from

Aeronaut ics and Space Engineer ing Board National Academy of Engineering 2101 Constitution Avenue, N. W. Washington, D. C. 20418

Contents

INTRODUCTION

I . PRINCIPAL FACTORS AFFECTING THE FUTURE GROWTH O F CIVIL AVIATION . . . . . . . . . 1

I1 . SUMMARY OF PROBLEMS AND RECOMMENDATIONS

Genera l Cons idera t ions . . . . . . . . . . . . . 13

Development . . . . . . . . . . . . . . . . 13 Government Leadersh ip and Part ic ipat ion . . . . Implementation . . . . . . . . . . . . . . . 14

Goals and P r i o r i t i e s for Resea rch and

14

Technica l Considerat ions . . . . . . . . . . . . 17 The Civi l Air Transpor ta t ion Sys tem . . . . . . 17 Fl ight Vehicles and Airbreathing Propuls ion . . 18 Ai rc ra f t Operat ions . . . . . . . . . . . . . 25 Air Traf f ic Cont ro l . . . . . . . . . . . . . 27 Airpor t and Support Fac i l i t i es . . . . . . . . . 3 0 Noise . . . . . . . . . . . . . . . . . . . . 35

APPENDIXES

I . CONTRIBUTORS . . . . . . . . . . . . . . . 4 3

I1 . BIBLIOGRAPHY . . . . . . . . . . . . . . . 65

Introduction

The National Academy of Engineering established the Aeronaut ics and Space Engineering Board (ASEB) in May 1967 to advise the National Aeronaut ics and Space Admini- s t ra t ion and other agencies of government . In consultation with officials of NASA, the Depar tment of Transportat ion, the F e d e r a l Aviation Adminis t ra t ion, the Pres ident ' s Science Adviser , cer ta in in te res ted commit tees of Congress , and the National Aeronaut ics and Space Council, as well a s o ther government and pr iva te groups, the Board selected a s its f i r s t topic of study "An Assessmen t of F e d e r a l Government Involvement in Civil Aviation Resea rch and Development. I t This r epor t s u m m a r i z e s the r e s u l t s of the study,

The Board has concluded that in a favorable economic c l imate c ivi l aviation can continue t o f lourish; i n fact it can acce le ra t e its beneficial growth i f a careful ly conceived pro- g r a m of planning and r e s e a r c h and development a imed specifically a t the civi l air t r anspor t sys t em is ca r r i ed out.

the growth of c ivi l aviation, the Board concluded that the th ree m o s t c r i t i ca l f ac to r s are (1) a i rpo r t and support faci l i t ies , ( 2 ) noise, and ( 3 ) a i r t raff ic control. These a r e highlighted in Section I ent i t led "Pr inc ipa l Fac to r s Affecting the F u t u r e Growth of Civi l Aviation.

ta ins to knitting together m o r e tightly the civi l aviation r e s e a r c h and development act ivi t ies of the Department of Transpor ta t ion , its m a j o r operat ing unit, the Fede ra l Avia- tion Adminis t ra t ion, and the National Aeronautics and Space Adminis t ra t ion, and e special ly to dividing the i r r e sponsi- bi l i t ies according to capability. the leadersh ip in conducting sys t ems s tudies to identify, analyze, and rank civi l aviation goals as well as the r e s e a r c h and development needed to a t ta in these goals ; NASA should be responsible fo r r e s e a r c h and development in all the a r e a s of impor tance to c ivi l aeronaut ics ; the FAA should,

After consider ing the multiplicity of fac tors affecting

The m o s t important recommendat ion of the Board p e r -

The DOT should provide

V

i n addition to operating the a i rways network, be responsible f o r the sys t ems tes t ing of the resul t ing operational concepts and hardware .

mendat ions concerning r e s e a r c h and development needs i n Section 11. c ivi l aviation-including sys t ems , f l ight vehicles, a i r c r a f t operat ions, air t raff ic control, a i rpo r t s , and noise. Although many technical recommendat ions a r e made, no pr ior i ty order ing is at tempted beyond the conclusion that the th ree m o s t c r i t i ca l a r e a s are a i r p o r t and support faci l i t ies , noise , and air t raff ic control. A recommended first s tep beyond th is study is to examine the p r io r i t i e s to be assigned to each r e s e a r c h and development objective in t e r m s of its re la t ive contribution to the effect iveness of the civi l air t ransportat ion sys tem.

The Board membersh ip is l is ted i n Appendix I. t o e x p r e s s appreciat ion and indebtedness to a la rge number of individuals beyond i t s membersh ip with whom it confer red . These a r e a l so l is ted in Appendix I. The Board is indebted t o the Amer ican Insti tute of Aeronaut ics and Astronaut ics , the Amer ican Society of Civi l Engineers , the Amer ican Society of Mechanical Engineers , the Insti tute of E lec t r i ca l and Electronic Engineers , and the Society of Automotive Engineers for conducting spec ia l s tudies , making avai lable spec ia l r epor t s , and identifying m e m b e r s fo r par t ic ipat ion i n an advisory capacity. s e rved to broaden the advisory base .

mi t tees , each of which had supe rv i so r s appointed from the Board membersh ip , as follows:

The Board h a s a l so m a d e many detailed technical r ecom-

These per ta in t o m o s t of the important facets of

It wants

The cooperat ion of these soc ie t ies

The Board assigned detailed work to s ix ad hoc c o m -

1. Fl ight Vehicles and Airbreathing Propuls ion (Mr . Edward Wells, M r . P e r r y P r a t t )

2. Ai rcraf t Operat ions ( M r . Will is Hawkins)

3 . Air Traf f ic Control (Dr. Allen Pucket t , Dr . George Solomon, Dr. B e r n a r d Oliver)

4. Airpor t and Support Fac i l i t i e s ( M r . John Kyle, J r . )

v i

5. Economics of Civi l Aviation (Mr. C a r l o s Wood)

6. Noise (Dr . Leo Beranek)

The membersh ip of each commit tee was made up of knowl- edgeable m e n f r o m different p a r t s of the aviation community, whose valuable contributions a r e s incere ly appreciated by the Board. in Appendix I.

One Board m e m b e r , Dr. Raymond L. Bisplinghoff, cha i red a drafting commit tee composed of the ASEB supe r - v i so r s , which, together with the sec re t a r i a t staff, Rober t J . Burge r and John R . Fowler , was responsible for prepar ing th i s r epor t . Sec re t a r i a l a s s i s t ance was provided by M r s . Violet McCarthy and M r s . Michelle Struve.

The membersh ip of these commit tees is l is ted

vii

I. Principal Factors Affecting

the Future Growth of Civil Aviation

It became increasingly c l e a r during the course of the B o a r d ' s study that future flight vehicles for civil air t r a n s - portat ion will be influenced not only by the advancements made possible by aeronaut ica l technology but also by the extent to which they are a s s imi l a t ed by and compatible with the total t ransportat ion sys t em and the population it s e rves . In the past, aviation r e s e a r c h and development has been concerned p r imar i ly with improving the flight vehicle. But the flight vehicle i s only one segment of the total air t r a n s - portat ion sys tem. In setting r e s e a r c h and development ob- jec t ives i t i s n e c e s s a r y to seek goa ls that improve the p r o - ductivity of the total sys t em - not j u s t the flight vehicle. This impl ies that c ivi l aviation r e s e a r c h and development should be d i rec ted toward the m o s t c r i t i ca l p roblems of the

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, total sys t em. The growth r a t e of c ivi l aviation w i l l be the r e s u l t of

an equi l ibrat ion of those fo rces that will tend to dr ive i t to higher levels ( such as increas ing public demand for t r a n s - portat ion faci l i t ies and a favorable economic climate) and those fo rces that will tend to impede i t s growth (such a s technical l imitat ions o r soc ia l res t r ic t ions) . A question frequent ly asked is whether the h is tor ic upward t r end in the growth of c ivi l aviation can be expected to continue through another decade in spi te of these potential res t r ic t ions . The Board s t rongly bel ieves that in a favorable economic c l i - mate this upward t rend can be maintained and even acce l - e r a t e d i f a careful ly conceived p r o g r a m of planning, r e - s ea rch , and development a imed specifically at the civi l air t ranspor ta t ion sys t em is initiated.

Transpor ta t ion i s one of the ma jo r e lements in any society. portat ion have always been closely intertwined, s ince t r a n s - portat ion assists in social developments, and society in turn demands be t t e r t ransportat ion. Starting within the l a s t half century and accelerat ing grea t ly within the last 25 y e a r s ,

.

The h is tory of civilization and the history of t r a n s -

- 1 -

2 Civil Aviation R e s e a r c h & Development

air t ransportat ion of all types h a s become a ma jo r e lement i n world affairs a s an expres s ion of national policy, co rp - o r a t e business policy, and individual personal policy.

system, i t is by far the m o s t dynamic. vides some 1.2 pe rcen t of the total dollar contribution t o the United States g r o s s national product. However, the impact of civil aviation on the United States economy and on i t s people i s far g r e a t e r than i t s s h a r e of the g r o s s national product would indicate, F r o m 1939 to 1966, the a i r - c a r r i e r s h a r e of consumer outlay in do l l a r s for domest ic interci ty t r a v e l i nc reased f r o m about 6 pe rcen t to about 72 percent , with the combined s h a r e fo r bus, rail, and other c o m m e r - c i a l c a r r i e r s accounting fo r the r ema inde r . If one accep t s the FAA project ions of civil aviation growth, the air s h a r e of the domest ic c o m m e r c i a l t r a v e l m a r k e t in terms of p a s - senger m i l e s will have i n c r e a s e d f r o m about 10 pe rcen t t o nea r ly 80 pe rcen t in the 30 y e a r s f r o m 1947 t o 1977.

The FAA a s s u m e d in making th i s f o r e c a s t that the ma- j o r f ac to r s behind growth r a t e s achieved in fiscal y e a r s 1964, 1965, and 1966 will, Over the next ten y e a r s , continue to exe r t a positive influence on t raff ic volume. f ac to r s a r e , fo r example, i nc reas ing g r o s s national product, high disposable income, vir tual ly full employment, improved se rv ice , and dec reas ing ave rage f a r e s . T h e f o r e - c a s t fo r growth of c o m m e r c i a l air t r a v e l t akes into account not only the inc reas ing number of people flying, but the in- c r eas ing frequency these people t r a v e l on the ave rage . The percentage of people in the United States who had u s e d air t r ave l a t l ea s t once in the i r life r o s e f r o m 30 pe rcen t t o 45 pe rcen t between 1961 and 1966. Each air t r a v e l e r had flown an ave rage of 1.07 t i m e s a y e a r i n 1961 and 1 . 2 8 times a y e a r in 1966. By 1975 it is expected that with a continuing healthy economic climate, these f igu res will be 66 p e r c e n t and 1.44 times a yea r , respect ively. F i g u r e 1 shows the pas t t r ends and e s t i m a t e s fo r the future use of the v a r i o u s modes of c o m m e r c i a l t ransportat ion.

m e r c i a l aviation a l r eady accounts f o r m o r e than 50 p e r c e n t of the total number of p a s s e n g e r s t ravel ing by air. T h e air t r a v e l m a r k e t has g r e a t potential within th i s r a n g e of t r a v e l dis tances . Corpora t e and p r iva t e aviation are a l r e a d y fill- ing a se rv ice gap c rea t ed because scheduled a i r l i n e s s e r v e only 523 points, although t h e r e a re s o m e 10, 000 a i r p o r t s i n

While civil aviation is only a p a r t of the t ransportat ion Civil aviation pro-

T h e s e

The short-haul portion (less than 500 m i l e s ) of c o m -

0 N

0 U

0 0 0 o m 9

4 Civil Aviation Resea rch & Development

the United States . to grow f r o m about 104, 000 a i r c r a f t in 1967 to 180, 000 a i r - c ra f t by 1977. of five over the next ten y e a r s .

United States c ivi l aviation is a s t rong competi tor in world marke t s . the last five y e a r s h a s been exporting f r o m 35 percent to 40 percent of i t s total annual production. dus t ry during that s a m e per iod exported only about 4 p e r - cent of i t s total production. C o m m e r c i a l a i r c r a f t expor t s increased f r o m around $400 mil l ion in 1963 to over $1 billion i n 1967, and the Aerospace Industr ies Associat ion h a s predicted that by 1970 the comparable export f igure will approach $1. 5 billion. f igures a r e $23. 06 billion, $31 . 15 billion, and a n es t imated $35 billion. Thus, not only does the c o m m e r c i a l a i r c r a f t industry export a far g r e a t e r percentage of i t s to ta l p ro - duction than does United S ta tes industry as a whole, but i t s sha re of the total expor t m a r k e t is increas ing .

The Board is convinced that the p r e s s u r e s tending t o dr ive the demand for c ivi l air t ranspor ta t ion toward a l a r g e r sha re of the total t ranspor ta t ion sys t em a r e r e a l and will continue. It r ema ins , then, to identify and solve those c r i t - i ca l p roblems that might otherwise l imi t this potential .

Although the l a t e r sect ions of th i s r e p o r t point up in some detail the m a j o r r e s e a r c h and development a r e a s that will affect the growth of civil aviation, the m e m b e r s of the Board believe that t h ree of these a r e a s are of such c r i t i ca l impor tance that they should rece ive spec ia l attention. These a r e l is ted in o r d e r of impor tance :

The gene ra l aviation f leet i s projected

Air ca rgo is expected to expand by a factor

The commerc ia l a i r c r a f t industry during

United States in-

Corresponding United S ta tes export

,

1. Ai rpor t and Support Fac i l i t i e s 2. Noise 3. Air Traf f ic Cont ro l

Any of these can e x e r t s t rong inhibiting inf luences on the growth of civil air t ranspor ta t ion un le s s sa t i s fac tory solutions can be found to p rob lems that are now developing.

c losely coupled in that they a l l r e l a t e to the abi l i ty of our a i r t ransportat ion sys t em t o accept and d ispa tch aircraft at key te rmina l points with safety and efficiency a s wel l as with acceptance by the surrounding community. Th i s i n t e r r e - lat ionship s e r v e s to emphas ize the viewpoint of the Board

The Board a l s o recognizes that these t h r e e areas are

F a c t o r s Affecting Fu tu re Growth 5

that a n e s sen t i a l requi rement for the fu ture wi l l be to identify and r ank r e s e a r c h and development goals through s y s - t e m s s tudies of the total c ivi l air t ranspor ta t ion sys tem.

AiTport and support Facili t ies

A l i t t le over a decade ago, the na t ion ' s growth out- s t r ipped the capability of i t s highway sys t em to support i t s vehicle t ranspor ta t ion requi rements . As a resul t , the Inter state Highway Sys tem was initiated.

tention, and unless comprehensive act ion i s taken, the growth of c ivi l air t ranspor ta t ion w i l l be severely curtai led. Many a i r p o r t s a r e experiencing peak-hour saturat ion; term- ina l facilities have become s t ra ined; and a i rpo r t a c c e s s to the community is becoming increasingly difficult.

velopment of a n adequate national a i rpo r t system:

allocating funds fo r a i r p o r t development is obviously out- s ide the scope of this study. The Board is convinced, how- eve r , that before any effective act ion can be taken to solve the a i r p o r t problem, it is e s sen t i a l t o have sound and complete p lans at both the national and regional levels that will a s s e s s capabi l i t ies , es t imate demands, and identify s t eps necessa ry to m e e t requi rements .

Although relat ively modes t r e s e a r c h and development effor ts have been d i rec ted toward a i r p o r t s in the pas t , the Board be l ieves that substant ia l r e t u r n s can accrue f r o m re- s e a r c h and development funds spent in th i s a r e a . F o r example, t o achieve max imum use of individual a i rpo r t s and a i r p o r t sys t ems , additional s tudies a r e needed which take account s imultaneously of a i r c r a f t spacing in approach and depar ture pa t te rns , lateral separa t ion of runways, var ious a i r c r a f t ca tegor ies , physical cha rac t e r i s t i c s of runway approach and depa r tu re zones, and assoc ia ted electronic equipment. A l a rge potential ex i s t s for improvement of the nat ion 's aviation sys t em by focusing on the runway i tself in a wide va r i e ty of a r e a s f r o m sur face texture to improved lighting sys t ems . The continuous maintenance of a i r p o r t design and operat ion s tandards i s e s sen t i a l t o ensure that a i r p o r t layout and passenge r and cargo handling p rocedures keep pace with the expanding demands of a i r travel. This updating b e a r s a d i r ec t re la t ionship to the s ta te of the art

Today, the nat ion 's a i r p o r t s a r e in similar need of at-

At l ea s t two ma jo r obstacles hinder the requi red de-

- and planning. The question of methods f o r acquiring and financing

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i n the aeronaut ica l sc iences . F o r example, the progress ive nature of flight vehicle development in the VTOL and STOL configurations r equ i r e s a compatible development of ground facil i ty s tandards and specifications.

Noise

The growth of c ivi l aviation brought about by the in t ro- duction of j e t a i r c r a f t has been accompanied by a worldwide concern for the noise they produce. Table 1 illustrates the way in which these noise levels w e r e r a i s e d with the suc- cess ive introduction of new generat ions of t r anspor t a i r c ra f t .

Table 1

Comparison of Maximum Perceived Noise Levels Measured During Takeoff and Approach For Various Transport Aircraft

Typical Maximum Aircraft Yeara Gross Weight, pounds Noise Levels, PNdB

Douglas DC-3 1936 27,000 98 96 Douglas DC-6B 1951 100.000 106 105 Boeing 707-120 1959 250,000 129 117 (50' flaps) Boeing 707-3208 1963 330,000 130 121 (40' flaps)

Takeoff l Approach'

a . b .

Year of introduction into widespread airline service. As measured under the flight path at 15,000 ft from start of takeoff roll with the aircraft at maximum gross weight and with no power cutback for noise abatement purposes. Sea level and standard day conditions are assumed to exist. A power cutback to a 3-deg cl imb angle for the Boeing 707-120 results in a 6-PNdB (perceived noise decibels) reduction and for the Boeing 707-3208 in a 1-PNdB reduction. As measured under a 3-deg glide-angle approach path, 1 mi le from touchdown with normal approach flight conditions.

C.

It i s likely that the introduction of s o m e of the new gen- e ra t ions of t r anspor t a i r c ra f t might produce even h igher noise levels in neighborhoods under fl ight paths o r t o the s ides of runways. be accompanied by increas ing f requencies of operat ion, which will r e su l t in longer durat ion of high noise l eve l s in neighborhoods adjacent to a i rpo r t s .

receiving increas ing attention f r o m airframe and engine manufac turers , a i r p o r t opera tors , government agencies , and the public. The complex re la t ionships developed between the air t r anspor t industry and the communi t i e s s u r - rounding a i r p o r t s as a r e su l t of aircraft noise wi l l become

These noise leve ls m o s t ce r t a in ly will

The noise p rob lems assoc ia ted with c iv i l aviat ion are


a m a j o r obstacle to the growth of aviation i f noise exposure and its e f fec ts on operat ions cannot be resolved.

It is c l e a r that any solution to the noise problem m u s t include the development of quieter a i r c r a f t ; the es tab l i sh- men t of f ede ra l noise c r i t e r i a and of noise s tandards f o r a i r c ra f t ; the development of consis tent land-use p rac t i ces in a r e a s surrounding a i rpo r t s ; and the development of low- and modera t e -cos t building air-conditioning and sound- proofing techniques to reduce noise inside houses a l r eady in such a r e a s . cult s i tuat ions now existing at many m a j o r commerc ia l j e t a i rpo r t s , and they could become even m o r e pronounced around V/STOL te rmina l s and under V/STOL flight c o r r i - d o r s un le s s new solutions a r e found.

In addition to engine noise , the advent of supersonic commerc ia l air t ranspor ta t ion will i nc rease noise p rob lems caused by sonic booms. At the p re sen t t ime, prospec ts a r e not readi ly apparent for significant reduct ions in the inten- s i t i es of sonic booms. development m a y produce unconventional supersonic a i r c r a f t configurations having significantly reduced sonic-boom signa- t u r e s cannot be disallowed, but the future must be viewed in t e r m s of sma l l reduct ions obtained through bet ter under - standing of t h e o r y , design re f inements of a i rc raf t , and improvements i n propulsive efficiency and operating p rocedures .

The Board cons ide r s that s eve ra l basic i ssues need to be reso lved in approaching a solution to the noise problem:

1. Adequate noise exposure c r i t e r i a in the f o r m of Noise and Number Index (NNI, Br i t i sh) , Composite Noise Rating (CNR) rep laced by Noise Exposure F o r e c a s t (NEF, U. S . ) , and a (German) have been available for s e v e r a l y e a r s to indicate the gene ra l level t o which aircraft noise needs to be reduced to be acceptable to a i rpo r t neighbors . Noise exposures in a r e a s n e a r internat ional hub a i r p o r t s are SO far above these c r i t e r i a that it is obvious that a l l means of alleviating the noise problem should be employed. The absence of adequate government-establ ished noise c r i t e r i a for a i r c r a f t cer t i f icat ion and operat icn and of gov- e rnmen t regulat ion of land u s e s has produced confusion in the air t r anspor t industry. Thus, insufficient political and economic incent ives have been offered to manufac turers and ope ra to r s of a i r c ra f t and to a i rpo r t manage r s to u s e ex i s t - ing technology and to develop new technology and operat ing

These p rob lems a r e evidenced by the diffi-

The possibility that r e sea rch and


p rocedures fo r achieving lower a i r c r a f t noise exposures and developing p rope r land u s e in the vicinit ies of a i r p o r t s .

Although substant ia l empi r i ca l knowledge and some scientific t heo r i e s ex i s t concerning the s o u r c e s of a i r c r a f t noise and the technology for its pa r t i a l control, the scientific b a s i s fo r understanding the remaining p r i m a r y noise- generating mechanisms is inadequate. R e s e a r c h now under- way in this country general ly is not a imed a t the fundamental physical p rob lems of j e t noise generation and propagation, but instead is conducted p r i m a r i l y a t the engineering level and consis ts largely of t r i a l - a n d - e r r o r a t t empt s to reduce noise. T h e r e is a l m o s t a total absence of basic r e s e a r c h in physical acoust ics that would fu r the r our understanding of j e t noise, and t h e r e i s a se r ious shortage of qualified r e s e a r c h sc i en t i s t s to undertake such r e s e a r c h p r o g r a m s .

3 . t ransportat ion s y s t e m up to the p r e s e n t t ime h a s prevented a p rope r allocation of the responsibi l i t ies r equ i r ed to achieve lower noise exposures . In this r ega rd , the B o a r d noted a c u r r e n t industry-sponsored study of the s y s t e m composed of a i r c ra f t , a i r l ines , a i rpo r t s , and a i r p o r t commun- i t ies , which is aimed a t determining the relat ionship be -

involved in the a i r c r a f t noise problem. Th i s type of study is a n e c e s s a r y f i r s t s t ep to help resolve the p r o b l e m s now existent and about to be incu r red with future c o m m e r c i a l fixed-wing j e t a i r c r a f t . However, the Board feels that t h e r e i s an urgent need fo r a government-supported ana lys i s of the total air t ransportat ion system, including the soc ia l and economic a spec t s , before these new types of a i r c r a f t as well a s V/STOL a i r c r a f t begin extensive operat ions o v e r m a j o r metropol i tan areas.

equipment and building m a t e r i a l s and techniques do not ex- i s t for controlling noise inside houses located in neighborhoods with high levels of a i r c r a f t noise exposure. R e s e a r c h and development p r o g r a m s are n e c e s s a r y to evolve p roduc t s and t o develop guides fo r a r ch i t ec t s and building c o n t r a c t o r s .

noise should be continued and extended. traffic and introduction Of new kinds of a i r c r a f t noise , it is of the g rea t e s t importance t o have m o r e a c c u r a t e i n f o r m a - tion about human re sponse to different c h a r a c t e r i s t i c s of

2 .

I

l

I

The lack of an ove ra l l analysis of the civil air l

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tween a i r c r a f t noise exposure, cost , and other f a c t o r s

I

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4. Suitable low- and medium-cos t air-conditioning

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5. C u r r e n t r e s e a r c h on human react ion to a i r c r a f t With i n c r e a s e d air I


noise and to a total environment in which noise may be an impor tan t negative element .

Air Traffic Control

The air t ranspor ta t ion growth recorded i n the last four yea r s , coupled with fo recas t s for future growth, ind ica tes that air t ra f f ic will be increas ing at a g r e a t e r rate than the p re sen t o r p rogrammed traff ic control s y s t e m can handle. An increas ing number of t e rmina l a r e a s a r e a l ready ex - per iencing unusually long delays in receiving and dispatch- ing a i r c ra f t .

show that the demands placed on the national a i r space s y s - t e m by air c a r r i e r and gene ra l aviation a r e expected to in- c r e a s e sharp ly and that mi l i t a ry flying will continue to de- cline. Tota l a i r c r a f t operat ions a t a i rpo r t s with FAA traffic cont ro l s e rv i ce will rise f r o m 41. 2 mill ion operations i n f i s ca l y e a r 1966 to an es t imated 139. 0 million opera t ions in fiscal y e a r 1977, a n inc rease of approximaeely 337 percent .

t r o l se rv ice , including those at FAA-operated mi l i ta ry ra- da r cont ro l faci l i t ies , totaled 11. 0 mil l ion in f iscal yea r 1966, up f r o m 7.4 mil l ion in f i s ca l y e a r 1962, a s shown in Table 2. The f o r e c a s t ca l l s f o r 26. 0 mil l ion instrument opera t ions by f i s ca l y e a r 1977, m o r e than double the 1966 level. During the forecas t period, an increasing p ropor - tion of air c a r r i e r and gene ra l aviation operations wil l be flown under ins t rument flight ru l e s ( IFR).

The number of IFR aircraft handled, which is used to m e a s u r e en route IFR activity and workload at FAA air route t ra f f ic control cen ters , is predicted t o increase f r o m 13. 5 mil l ion in f i s ca l yea r 1966 to 30. 3 million in f i s ca l y e a r 1977. and the increas ing tendency of the air c a r r i e r s to fly IFR provide the basis for fur ther s t rong growth, and air c a r r i e r aircraft handled have been predicted to increase f r o m 7. 4 mil l ion in fiscal y e a r 1966 to 17. 8 mil l ion i n f iscal yea r 1977.

a t ively small but r i s ing proport ion of e n route IFR traff ic . In f i s ca l y e a r 1966 gene ra l aviation aircraft handled r o s e

F e d e r a l Aviation Adminis t ra t ion fo recas t s through 1977

Ins t rument operat ions at a i r p c r t s with FAA traffic con-

The projected expansion in air c a r r i e r t raff ic

Histor ical ly , gene ra l aviation has accounted for a rel-


Fiscal Year

Table 2

Instrument Operations at Airports with FAA Traffic Control Service

Instrument Operations in Millions

1962 1963 1964 19 65 1966 1'367. 1968. 1969, 1910. 1'371. 1972. 1973. 1977.

Torecast.

I .4 7.8 8.7 9.6

11.0 12.0 13.5 14.8 16.1 11.5 18.9 20.3 26.0

Note: An instrument operation is defined as the handling by an FAA terminal traffic control facility on the arrival or departure at an airport of an aircraft on an IFR flight plan or the provision of IFR separation to other aircraft by an FAA terminal traffic control facility. Includes instrument operations at FAA -operated military radar approach control facilities.

to 1 .7 million, represent ing 13 pe rcen t of the total, u p 35 percen t f r o m f i sca l yea r 1965 and approximately double the f i s c a l y e a r 1962 volume. The continuing growth and up- grading of the g e n e r a l aviation fleet , pa r t i cu la r ly a s turbine- powered and other m o r e fully instrumented a i r c r a f t e n t e r into se rv i ce , should r e s u l t in a fu r the r r ise in IFR flying b y gene ra l aviation. The f o r e c a s t i s f o r approximately 9. 0 mill ion gene ra l aviation IFR a i r c r a f t handled by f i s c a l y e a r 1977, a m o r e than fivefold i n c r e a s e ove r 1966.

of l a r g e r high-performance a i r c r a f t will c l e a r l y r e q u i r e new approaches to air t raff ic control i n the future . The fo recas t s indicate that deficiencies now evident i n the n a - t ion 's air traffic control s y s t e m will become p r o g r e s s i v e l y worse un le s s s t rong m e a s u r e s a r e taken to c o r r e c t the imbalance of volume of traffic and capabili ty. T h e B o a r d be - l ieves that t h e r e a r e a r e a s where a m o r e v igo rous effor t to apply existing technology can pay l a r g e dividends.

Inc reased air t raff ic volume with a g r e a t e r proport ion

At the


same t ime, t h e r e a r e other a r e a s where renewed emphas i s on initiating r e s e a r c h and development i s c lear ly needed.

The underlying e lement of safety is implicit in all con- s idera t ions of the fu ture growth of civil air t ransportat ion. It is obvious that a continuing high level of passenger safety mus t be maintained. levels may not be acceptable as l a r g e r a i r c r a f t a r e in t ru - duced. maintained to avoid any inhibition to growth.

Although the safety r e c o r d of scheduled a i r t r anspor t a - tion is impress ive and continues to improve in t e r m s of fa- ta l i t i es p e r pas senge r m i l e s flown, it is significant t o ob- s e r v e that the accident rate has remained nearly constant fo r a lmos t twenty y e a r s a t approximately 0. 2 accident p e r 100, 000 hour s flown ( s e e Bibliography, Ref. G-2) . Th i s rate f igure h a s var ied ve ry little despi te significant i n c r e a s e s in a i rplane s ize and passenger load. Table 3 i l lus t ra tes the r e c o r d for the pas t seven y e a r s in t e r m s of fatal acc idents and passenge r fa ta l i t ies for a l l the m e m b e r countries of the Internat ional Civi l Aviation Organization (Ref. G - 3 ) .

The t r end toward inc reased s i ze o f aircraft in scheduled air t ransportat ion, with a constant accident rate, will expose m o r e pas senge r s t o each occurrence . the introduction of v e r y l a rge a i r c ra f t the cur ren t accident r a t e of the scheduled a i r l i nes m u s t be reduced below the p re sen t ave rage i f the total number of fa ta l i t ies i s to be kept n e a r the p re sen t levels .

In compar ison with o ther f o r m s of t ransportat ion, the safety r e c o r d of gene ra l aviation i s re la t ively poor. Using the m e a s u r e of fa ta l i t i es p e r 100 mill ion passenger mi l e s , the accident r a t e for gene ra l aviation':' is m o r e than seven t i m e s that of genera l driving and fourteen t imes that of turnpike driving. It should be pointed out, however, that over 8 0 percent of gene ra l aviation acc idents involve pilot e r r o r and that p leasure flying by pr iva te pilots i s responsible fo r over two f i f ths of all c ivi l aviation accidents. and execut ive a i r c r a f t flown b y professional pilots and opera ted under s tandards s imi l a r to those used by the air- l ines a r e involved in l e s s than 2 percent of general aviation accidents .

Even maintaining p resen t safety

An unassai lable public image of safety must be

It follows tha t with

Corporat ion

4 Genera l aviation h e r e includes pr ivate , corporate , executive and a i r - t i x i a i rcraf t . operat ions; it excludes commerc ia l a i r l ine ope rat ions.

12 Civi l Aviation R e s e a r c h & Development

It s e e m s c l e a r t o the Board that r e s e a r c h and development act ivi t ies a imed a t those components of the civil aeronaut ics sys t em that a r e beginning to affect cr i t ical ly the safety of scheduled air t ransportat ion and genera l aviation can have profound effects on the growth of civil av ia - tion. Such act ivi t ies should be given renewed emphas is .

Table 3

FATAL PASSENGER ACCIDENTS

Aircraft Type 1960 1961 1962 1963 1964 1965 1966 7-year Total

Turbo propeller 7 a 6 7 5 6 2 5b 38 Piston-engine 23a 13 14 20' 15 17 14d* e 116 Total 33 25 28 30 24 24 25 189

Turbo jet 3 6 7 5 3 5 6 35

PASSENGERS KILLED

Aircraft T w e 1960 1961 1962 1963 1964 1965 1966 7-vear Total ~~

Turbojet 113 257 424 347 136 250 451 1.9 78 T urbopro pel ler 264 192 100 4 1 252 35 143b 1,033 Piston-engine 470 356 241 323 270 399 314d 2,373 Total 847 805 765 717 658 684 908 5,384

a . Includes one mid-air collision between a turbojet and a piston-engine aircraft

b. Includes one helicopter with 20 passenger fatalities. c. Includes one helicopter with 3 passenger fatalities. d. Includes a mid-air collision between two piston-engine aircraft (counted as 2

e. Includes one helicopter with 2 passenger fatalities. (Ref. G-3)

(counted as 2 accidents).

accidents.

11. Summary of Problems and Recommendations

The r e s u l t s of the B o a r d ' s s tudies have been divided into two p a r t s . The f i r s t , "General Considerat ions," e x p r e s s e s the view of the Board on the ro le and responsibi l i t ies of the federa l government in c ivi l aviation r e s e a r c h and development. The second, "Technical Considerat ions, ' [ outl ines i n some de ta i l the B o a r d ' s view on important technical problems and i t s recommendat ions for r e s e a r c h i n c ivi l aviation sys- t ems , flight vehicles and airbreathing propulsion, a i r c r a f t operat ions, air t raff ic control, a i rpo r t and support faci l i t ies , and noise (including sonic boom).

GENERAL CONSIDERATIONS

This sect ion d i scusses broad i s s u e s such as goa l s and p r io r i t i e s for r e s e a r c h and development, government leader - ship and participation, and implementat ion of r e s e a r c h and development respons ib i l i t i es .

GOALS AND PRIORITIES F O R RESEARCH AND DEVELOPMENT

In reviewing the p r o g r e s s made by c iv i l aviation during the pas t decade, the Board noted the randomness by which new technologies found the i r way into the total a i r t r anspor - tation sys t em and the dependence of these new technologies on mi l i t a ry r e s e a r c h and development. Although t h e r e have been previous s tudies that deal t with e l emen t s of c iv i l aviation, the Board w a s s t rong in its belief that a n e s sen t i a l re - qu i rement of the future wil l be to undertake sys tems s tudies of the total c ivi l air t ranspor ta t ion sys t em with the objective of identifying and ranking r e s e a r c h and development goals . Such s tudies would begin by relating civi l aviation to the na t ion ' s t ranspor ta t ion sys tem and to national goals. They would end by identifying, analyzing, and ranking r e s e a r c h and development goa ls in t e r m s of safety, time, and economic advantages o r penal t ies to the sys t em as a whole.

- 1 3 -


GOVERNMENT LEADERSHIP AND PARTICIPATION

Although i t has been t radi t ional fo r m o s t of the aeronau- t ical r e s e a r c h and development to be c a r r i e d out by industry, univers i t ies , and nonprofit insti tutions, s t rong government leadersh ip will be requi red in the future in cer ta in a r e a s . Fede ra l involvement in civil aviation r e s e a r c h and development will be requi red in the following ways:

1. Setting r e s e a r c h and development goals and pr ior i -

2. Funding applied r e s e a r c h that exceeds the r e s o u r c e s ' t i es through s tudies of the total t ransportat ion sys tem

of pr ivate industry but that s e r v e s as a s t imulant to the indus- t r y and provides a source of fundamental information

nomic r e s o u r c e s o r motivation i s inadequate fo r achieving national object ives

3 . Funding development p r o g r a m s when pr ivate eco-

4. Funding programs assoc ia ted with public welfare 5 . Carrying out p rograms that r equ i r e in te rac t ion

among g ove r nme nt agencie s

These precepts would suggest that government leader - ship and par t ic ipat ion a r e needed in ce r t a in a r e a s in o r d e r to ensu re the growth of c ivi l aviation. When the f ede ra l govern- m e n t does par t ic ipate in the r e s e a r c h and development proc- e s s , i t s pr incipal function is to bea r the financial burden of advancing aeronaut ical technology to the point where the p r i - vate sec tor can see the opportunity f o r prof i t o r w h e r e u s e r government agencies can proceed to s y s t e m s development.

IMPLEMENT AT ION

The Board concluded that s t rong government par t ic ipa- tion and leadersh ip will be requi red in r e s e a r c h and development i f c ivi l aviation i s to continue to grow as it h a s in the past . This par t ic ipat ion and l eade r sh ip m u s t c o m e f rom both the legislative and executive branches of the government through wise pol ic ies and the i r effective implementat ion. Viewpoints developed by the Board on the gove rnmen t ' s ro l e in the na t ion ' s p r o g r a m of civil aviat ion r e s e a r c h and development a r e descr ibed in the following sec t ions .

I, eyis lat ioi i

With the c rea t ion of the Depar tment of T ranspor t a t ion

P r o b l e m s and Recommendations 15

f ede ra l agencies and the i r c h a r t e r s a r e now structured such that the government can e x e r t i t s p roper leadership ro l e in c ivi l aviation r e s e a r c h and development. It is the B o a r d ' s belief, however, that all c ivi l aviation legislation should be reviewed for consis tency to e l iminate unnecessary r e s t r i c t - t ions and duplication and to ensu re that sound economic development is fostered.

Systems Studies

It is the consensus of the Board that leadership should be provided by the Department of Transpor ta t ion (DOT) in car ry ing out s y s t e m s s tudies to identify, analyze, and rank r e s e a r c h and development goals . These goals should be for- mulated with re ference to the nation's total t ransportat ion system, taking account of the increasing public demand fo r a i r t ranspor ta t ion as wel l as the var ious economic f a c t o r s that bea r on civi l aviation. Although an in-house government capabili ty should be developed and maintained by the DOT in t ranspor ta t ion sys t ems analysis, i t i s strongly r e c - ommended that industry and other pr ivate insti tutions par t i - c ipate in car ry ing out these studies.

Research and Development

Lengthy d iscuss ions were held by the Board concerning the responsibi l i t ies that should be assumed by federal agen- c i e s i n the sponsorship and conduct of civil aviation r e s e a r c h and development. The long r eco rd of outstanding pe r fo rmance by NASA and its predecessor , NACA, in r e s e a r c h and development c l ea r ly suggests that it should play an even g r e a t e r role in th i s area. The Board believes that NASA's ro le should be expanded to involve not only flight vehicles and the i r propulsion sys tem s, which have tradit ionally occupied its pr inci- pa l attention in the past , but all aspec ts of r e sea rch and development of impor tance to civil aeronaut ics . It w i l l be important fo r NASA to adopt a policy of direct ing its attention to those r e s e a r c h and development goals, including the deve lopment and construct ion of careful ly selected experimental hardware , :: that optimize the productivity of the total c ivi l

2;: The Board found a var ie ty of terminology applied to experi- menta l hardware as p a r t of the r e s e a r c h and development pro- c e s s . The meaning intended by the ph rase experimental hardware is that of hardware developed and constructed to explore and demonst ra te the feasibi l i ty of a new concept.


aviation t ranspor ta t ion sys tem. Such expanded activitie S

would involve, for example, the development of new technologies relating to air t raff ic control as well as to a i rpo r t s and the i r support faci l i t ies . With r ega rd to air t raff ic con- t rol , the Board in no way suggests that the responsibi l i t ies and au thor i t ies of the DOT and the FAA be diminished. But, unlike NASA, which is or iented toward r e s e a r c h and development, the DOT and the FAA a r e or iented p r imar i ly toward regulatory and operat ional act ivi t ies . The F A A has been unusually effective a s an instrument for the construction, maintenance, and operat ion of federa l a ids to air navigation. However, the technologies that formed the bas i s for the development of these a ids were der ived la rge ly f rom mi l i ta ry- supported r e s e a r c h and development. It is the consensus of the Board that although the DOT and the FAA would continue the i r t radi t ional role of es tabl ishment and operat ion of air navigation faci l i t ies , a i r space control, and t ra f f ic management, the new technologies that will be r equ i r ed to support th i s difficult ass ignment a r e unlikely to c o m e f r o m r e s e a r c h and development sponsored by these agencies . Some will resu l t f rom continuing Department of Defense r e - . search and development ac t iv i t ies and other s f rom the p r i - vate sec tor . However, in the view of the Board, i t wi l l be of p r i m a r y importance to en l i s t the ta len ts of NASA in the development of new technologies in air t raff ic control .

The Board makes th i s recommendat ion f o r s e v e r a l rea- sons. Recent developments in space technology, including the use of sa te l l i t es fo r communications and navigation, of fe i new opportuni t ies for improving air navigation. background in vehicle technology, together with i t s growing capabili ty in the field of avionics, enables i t to a s s e s s the important t rade-offs that mus t be made between on-board and ex terna l avionics sys t ems . l ieves that these t rade-offs should be carefu l ly s tudied be- f o r e te rmina l a i r navigation fac i l i t i es a r e developed fo r a l l -weather V/STOL operat ions. In recommending expanded responsibi l i t ies for NASA, the Board a s s u m e s that t hese re- sponsibil i t ie s would be implemented by NASA in i t s t rad i t ion a1 way of using i t s r e s e a r c h c e n t e r s for l eade r sh ip and m a k - ing use to the max imum extent possible of the ta len ts of indu t ry , un ivers i t ies , and pr ivate inst i tut ions.

NASA's

F o r example, the B o a r d be-


TECHNIC A L CONSIDERATIONS

The following sect ions s u m m a r i z e the detailed techni- c a l recommendat ions that, in the Board ' s view, a re c r i t i ca l to the future growth of c ivi l aviation. The civi l a i r t r ans - portation sys tem i s considered initially, followed by flight vehicles and airbreathing propulsion, a i r c r a f t operations, air t raff ic control, a i rpo r t and support faci l i t ies , and noise.

THE CIVIL AIR TRANSPORTATION SYSTEM

A logical approach to the planning of research and development fo r civil aeronaut ics r equ i r e s f i r s t the e s t ab - l ishment of a f ramework in which to cons ider i t , Since civil aviat ion i s pa r t of a national t ransportat ion sys - tem, it is des i rab le , therefore , to co r re l a t e both aviation and t ranspor ta t ion goals . Going a s t ep f a r the r , the national t ranspor ta t ion sys tem m u s t have goals that are compatible with those of the nation.

Modern methods of sys t ems ana lys i s should be useful in es tabl ishing this f ramework. cable to model the na t ion ' s t ransportat ion system i n all i t s detail, but reasonable modeling to provide a f rame of ref- e r ence appea r s possible with today 's analyt ical tools. Sub- sequently, m o r e detailed modeling of individual e lements may be feasible .

It does not seem prac t i -

Recommendation: Es tab l i sh and re la te the long-term goals of c ivi l aviation to those of the national t ranspor- tation sys tem and the nation. Conduct cos t- benefit ana lyses to de te rmine the in te r re la t ionships and the productive, inhibiting, o r limiting effects on civi l aviation growth of f i - nancing, flight vehicles and the i r propulsion systems, operat ional problems, air t raff ic control, a i rport control, a i r p o r t and support faci l i t ies , and noise. and rank r e s e a r c h and development goals. Analysis Division, located a t the NASA Ames Research Center , w a s formed to analyze prospect ive space mis s ions to de te rmine the requi rements for new technologies. These ana lyses provide NASA with a bas i s for establishing the detailed r e s e a r c h and development goals required in developing the new technologies. applied to the civil air t ransportat ion sys tem.

Analyze, identify, The Mission

The Board visual izes a s imi l a r kind of p rocess


FLIGHT VEHICLES AND AIRBREATHING PROPULSION

The flight vehicle with i t s propulsion system is only one segment of the total c ivi l aeronaut ics system, albei t an important one. It i s the area that heretofore has received by far the g rea t e s t attention in r e s e a r c h and development. At- tention focused on the air vehicle by mi l i t a ry r e s e a r c h and development has benefited civi l aeronaut ics s ince the in- vention of the airplane. highly dependent upon p r io r r e s e a r c h and development of mi l i ta ry a i r c ra f t . c ivi l aviation is growing. ingly on m i s s i l e s and highly special ized flight vehicles . the same t ime, the pecul iar conditions under which civil aviation now ope ra t e s demand t r anspor t a i r c r a f t that are specially designed for commerc ia l use .

The need f o r high economic efficiency and productivity in c ivi l aviation wil l c r ea t e the necess i ty fo r new aeronau- t ica l technology jus t as forcefully as the need f o r high pe r - formance does in mi l i t a ry aviation. Although o ther a spec t s of the air t ransportat ion sys tem, such a s a i r p o r t s and the a i r t raff ic control sys tem, demand increas ing r e s e a r c h and development attention, continued ef for t s will be requi red to improve and adapt the flight vehicle and i t s propuls ion s y s - t em to the requi rements of o u r society.

technology underlying a tmospher ic flight vehic les and the i r propulsion sys t ems led to the following recommendat ions for continued r e s e a r c h and development.):< Detai led d iscus- sion of these recommendat ions can be found in the r e p o r t of the ASEB Ad Hoc Commit tee on F l ight Vehicles and A i r - breathing Propuls ion (Ref. A - 7 ) .

Civil aeronaut ics was a t one t ime

However, the gap between mi l i ta ry and The mi l i t a ry is relying inc reas -

At

An examination by the Board of the seve ra l a r e a s of

The Flight V e h i c l e : V e h i c l e Control

The national air traffic cont ro l sys tem is designed to sequence a i r c r a f t on s tandard pa t t e rns within defined a r r i v a l and depar ture c o r r i d o r s i n the t e rmina l a r e a and to provide c learance on point-to-point pa t t e rns e n route . T h e r e are,

Wn a number of a r e a s that the Board has suggested f o r in- c r eased r e s e a r c h and development emphas is , NASA has al- ready init iated a program o r is in the p r o c e s s of i n c r e a s - ing the level of act ivi ty , Even so, the Board h a s chosen to include in i t s r epor t a l l of these recommendat ions .

Prob lems and Recommendations 19

however, many a i rborne equipment possibi l i t ies that are complementary to air t raff ic control. provide m o r e p rec i se adherence to a n ass igned pat tern and schedule plan, thus allowing inc reased t raff ic density with improved safety, reduced holding delay, and l e s s demand on t raff ic cont ro l le rs and flight c rews .

recommended on a i rborne sys tems that will provide pre- c is ion navigation and automatic path guidance, "fai l -opera- tive" blind landings, accura te displays of the navigation and guidance situation, and a pilot warning indication and col- l i s ion avoidance capability. These sys t ems a r e e s sen t i a l f o r a safe and efficient air t raff ic cont ro l system.

This equipment could

Recommendation: Resea rch and development e f for t is

The Flight Vehic le : Electronic Flight Control

Large a i rp lanes operating a t high Mach numbers and al t i tudes wil l have increas ing requi rements for stability- augmentation sys t ems and lightweight low-friction flight cont ro l command subsys tems with high reliability and fail safety.

Resea rch and development is r e c o m - mended on al l -e lectronic flight control sys t ems , Much m o r e development effor t and operat ional experience will be r e - qu i r ed to make these sys t ems acceptable a s the only means of control for commerc ia l a i r c r a f t without mechanical stand- by sys tems.

-

Recommendation:

The Flight V e h i c l e : Design for Rough Air Penetration

Rough air penetrat ion continues to be a problem for large high-performance a i rc raf t . S t ruc tura l integrity s tandards have improved through the y e a r s so that there has been g r e a t p r o g r e s s toward elimination of s t ruc tura l fa i lures of a i rp l anes a s a r e su l t of d i r ec t encounter with rough air. The rough air s t ruc tu ra l problems of c o m m e r - c i a l a i r c r a f t have resu l ted p r imar i ly f rom upsets i n which unusual speeds and at t i tudes were produced and fa i lures occur red when the pilot a t tempted to right the airplane.

Recommendation: Emphasize r e s e a r c h and development a imed a t improving the safety of c ivi l a i r c ra f t in rough air. This work should include the definition of refined atmospheric- turbulence models for use a s d e s i g n c r i t e r i a , development of power- spec t r a l techniques applicable to con- t r o l p roblems a s wel l as to load problems in rough air,


appra isa l of pas t significant incidents in turbulence, and development of a n on-board c l e a r air turbulence detector .

The Flight V e h i c l e : Aerodynamics

Improved aerodynamic efficiency is requi red through-

Re c o mm e n dation : 1.

out the full speed range of future a i r c ra f t .

Emphasize r e s e a r c h and development leading to l ighter-weight subsonic wings through the use of thicker sect ions for the same c r i t i ca l Mach number and through improved three- dimensional tailoring.

Attempt prac t ica l demonstrat ions of boundary- layer flow control to inc rease aerodynamic c ru i se effi- cienc y.

Initiate r e s e a r c h and development a imed at rea l iz - ing a m o r e int imate combination of propulsion and aerodynamic sys tems to provide high-lift capabili ty f o r takeoff and landing and improved c r u i s e performance.

means for t h rus t vector ing during takeoff and c l imb out and fo r converting the energy potential of the propuls ion sys tem to lift a t minimum flight speeds.

dynamic f ea tu res to provide improved c ru i se per formance by minimizing in te r fe rence o r producing favorable in te r - ference, regenerat ing r e t a rded boundary-layer air o r developing a new propulsion concept that would d is t r ibu te the propulsion force in some optimum manner over the aerodynamic sur faces .

2.

3.

4. Continue development of an accu ra t e and efficient

5. Attempt to integrate a i rp lane propuls ion and ae ro -

The Flight V e h i c l e : Mechanical S y s t e m s

The Board has taken note of the fac t that as a c o m m e r - c ia l a i rplane i n c r e a s e s in s ize and per formance , the contr ibution of mechanical equipment s y s t e m s to safe ty and economics becomes increas ingly important .

Recommendation: 1.

2.

Continue development of pred ic t ive- fa i lure tech-

Develop mechanica l s y s t e m s design c r i t e r i a using nique s.

a s ta t i s t ica l base. A sounder s ta t i s t ica l knowledge of r e - quirement s would allow design on a bas is of the condi t ions

P r o b l e m s and. Recommendations 21

m o s t l ikely to be encountered, rather ' than on the wors t possible case .

Develop methods to analyze mechanical equipment sys t ems by dynamic-transient ana lyses in o rde r to improve reliability, maintainabili ty, and weight.

Encourage development of fully integrated mechan- i c a l sys tems to take advantage of potential improvements in re l iabi l i ty and maintainabili ty while reducing complexity, weight, and cost .

3.

4.

The Flight VehicZe: Structures

The need fo r economical operat ion on the one hand and the inc reased per formance and s ize of a i r c ra f t on the other hand have resu l ted in a m o r e press ing demand for improved s t ruc tu ra l efficiency. Higher speeds dictate s lenderer s t ruc- t u r e s of lower na tura l f requencies that a r e more vulnerable to dynamic effects . The longer l ifetime needed fo r a t t rac t ive r e t u r n s on investment r e q u i r e s g r e a t e r attention to design for fatigue.

Recommendation: 1. Develop f lut ter ana lyses that account for wing-body

interact ion effects and control sur face aerodynamics, es- pecially in the t ransonic region.

Develop a working model to provide c r i t e r i a for pilot behavior under emergency conditions, since piloting technique can have a substant ia l effect on s t ruc tu ra l loads, especial ly during such conditions. These c r i t e r i a could then be re la ted to the pilot-automatic cont ro l interface. Much of th i s work can be accomplished using moving-base s imula- to rs .

Increase the effor t to develop mater ia l s with higher r a t i o s of modulus of e las t ic i ty to densi ty to ass i s t des igners in solving the seve re problem of achieving adequate s t ruc tu ra l stiffne s s.

s t r u c t u r e s can be made for production f rom the new ma te r i a l s now in hand that will per form sat isfactor i ly in serv ice .

s e a r c h and development fo r achieving a bet ter understanding of the bas ic mechanism of m a t e r i a l s fatigue and for developing improved methods of fatigue ana lys i s .

2.

3.

4. Initiate the development needed to demonstrate that

5. Establ i sh a continuing and long-term program of r e -

6. Develop new methods of joining s t ruc tures to r e -


duce the ma jo r weight penal t ies associated with the use of mechanical f a s t ene r s in p re sen t s t ruc tu res .

T h e Fl ight V e h i c l e : V / S T O L S y s t e m D e v e l o p m e n t

In viewing the total t ransportat ion sys tem requi rements for the next decade, it is apparent that increasing overload- ing of the sys tem in the vicinity of ma jo r population c e n t e r s can be reduced only by well-coordinated employment of all suitable modes of t r anspor t . modes that might contribute effectively to a solution is the V/STOL vehicles . Although the rel iabi l i ty and economy of such vehicles and the i r corresponding air and ground subsys tems have not yet reached a level permit t ing them to play a major role in the nat ion 's t ransportat ion system, they offer g r e a t flexibility when compared to fixed guideway systems , which are vulnerable to shifts in population and t r a v e l pat terns . Because of the potential of V/STOL vehic les and because this potential has so far been vir tual ly unfulfilled, increased e f for t on all a spec t s of V/STOL sys t em development i s warranted.

One of the m o s t promising

Recommendation: 1. Conduct a var ie ty of vehicle-or iented r e s e a r c h and

development e f fo r t s a imed at suppressing V/STOL noise, improving handling and operat ional quali t ies, improving propulsion cycles , and creat ing lightweight power t r ans - miss ion sys tems consis tent with the operat ing environment .

s teep gradient approaches fo r both VTOL and STOL air- c r a f t under conditions consis tent with the lowest preva i l ing weather min imums f o r fixed-wing a i r c r a f t (Category IIIC).

Develop a i r space uti l ization s y s t e m s and, where necessary , segrega ted a i r t ra f f ic cont ro l sys t ems .

Develop t e rmina l s and in te rmode connection capabi l i t ies on a bas is compatible with other modes and capable of a t t ract ing and handling a significant t raff ic flow.

2. Develop ins t rument landing sys t ems to p e r m i t

3.

4.

Propuls ion Sys tem: The Combustor

Resea rch and development in combus to r s o f f e r s poten- t i a l gains in a i rbrea th ing engine per formance , reduct ion in engine weight, and improvement in smoke control . should be commensura te with e f for t s in o the r f ie lds d i r ec t ed toward improving airplane efficiency.

Such w o r k

P r o b l e m s and Recommendations 2 3

Recommendation: 1. Seek fu r the r improvements in gas-turbine combus-

to r design concepts through the use of var iab le geometry p r i m a r y zones and air atomizat ion fuel injection.

number flow f rom the c o m p r e s s o r so tha t p re s su re r e - covery can be obtained locally in the combustor mixing je t s .

turbine combustor system. As p r e s s u r e s and tempera- t u r e s of the cycle increase , i t becomes m o r e feasible to inject fuel into the c o m p r e s s o r to acheive an isothermally compr e s sed combustible mixture .

2. Develop fluid dynamics control of the high-Mach-

3. Combine r amje t and sc ramje t principles i n the gas-

Propuls ion Sys tem: The Compressor

Cur ren t compresso r technology is charac te r ized by a need fo r m o r e detailed understanding of the flow phenomena inside a compresso r . In the next decade, i t wi l l be neces- s a r y to desc r ibe compresso r per formance much m o r e accura te ly than a t present , and a t the same time to significantly reduce the long development o r redevelopment t imes for c o m p r e s s o r s .

Recommendation: 1. Develop detai led ana lys i s techniques, including the

use of s ta t ions inside blade rows, f o r steady-state per for - mance prediction. These techniques must, i n par t icular , be brought to bea r on off-design cases .

c o m p r e s s o r surge, both with s teady-state and dynamic inflow conditions.

of c o m p r e s s o r s under dynamic inflow conditions.

and fan noise as a function of fundamental fluid-flow param- e t e r s such as relative Mach number, angle of attack change, blade loading, and turbulence level of infiowing a i r .

2. Develop new analytic techniques for predicting

3.

4.

Develop analytic tools that wil l predict the behavior

Develop analytic methods t o predict compressor

Propuls ion S y s t e m : Instal 1 ed P erf omance

The predict ion of instal led propuls ion system per formance h a s become a ma jo r problem complicated by the introduction ef high=bypass-rat io engir;es for subsonic a i r p l a e s, the need fo r an efficient supersonic t ranspor t , and the


conflicting requi rements of mult imission mil i tary a i r c ra f t . The very la rge s u m s of money involved in correct ing in- s ta l led performance eff ic iencies make i t highly des i rab le that the c u r r e n t s ta te of the a r t be significantly approved.

Re comm e ndation: 1. Conduct a sys temat ic experimental p rogram to

ver i fy methods of predicting steady- s ta te instal led per for - mance. A general ly applicable philosophy should be developed out of this p r o g r a m for cor re la t ing model and fu l l - scale instal led propulsion sys tem performance.

s ta l led propulsion sys tem per formance caused by dynamic effects.

2 . P e r f o r m studies to evaluate the penalties on in-

Propulsion System: Instrumentation

With continued development of advanced instrumentation, control sys t ems and monitoring sys t ems could be developed for improved maintenance procedures and for com- patibility with the gene ra l t r end toward automatic controls .

Develop new s e n s o r s that a r e rugged, re l iable , and Recommendation: 1.

fundamental to propulsion sys tem control and health monitoring.

2. and t r ansduce r s fo r detai led study of the flow phenomena in inlets, compresso r s , burners , turbines , and nozzles .

Str ive to develop technology for both e lec t ronic and fluidic propulsion sys tem controls , concentrat ing on SYS-

t e m s that a r e m o r e compatible with ove ra l l a i rp l ane auto- mat ic control sys tems.

Develop a new concept fo r engine heal th monitoring and i t s re la t ionship with engine maintenance, including new sensors , improved specific diagnost ic techniques, and improved hardware to keep r e c o r d s of engine heal th da ta with a minimum of human par t ic ipat ion.

Develop for r e s e a r c h purposes miniatur ized probes

3.

4.

PTOpUlSiOn System: Fue l s

The development of new fue ls o f f e r s poss ib i l i t i e s of improved efficiency, reduced weight, i nc reased safety, and reduced air pollution, although no single new fuel wi l l be l ikely to posses s a l l of these improvements . Some of the new fue l s


may requi re the development of new engine cycles in o r d e r to rea l ize fully the benefits to be obtained.

Recommendation: 1. Encourage r e s e a r c h and development to achieve

prac t ica l availabil i ty of new fue l s providing for the bes t combination of efficiency, weight, safety, and pollution cha rac t e r i s t i c s.

Encourage r e s e a r c h and development of propulsion sys t ems compatible with the charac te r i s t ics of any promising new fuels developed.

2 .

AIRCRAFT OPERATIONS

The t e r m a i r c ra f t opera t ions is used to descr ibe air t ransportat ion problems that r e l a t e to the environment of the flight vehicle, the role of m a n in the operation and maintenance of flight vehicles, the l imitat ion of mater ia ls , and the interface between the flight environment and that of other sys tems. An examination by the Board of the c u r r e n t problems of a i r c r a f t operat ions led to a number of recommendations for r e s e a r c h and development, as described by the following paragraphs. Detailed discussion of these r e c - ommendations can be found in the r e p o r t of the ASEB Ad Hoc Committee on Aircraf t Operat ions (Ref. B- 6).

Aircraft Operations: The Atmospheric Environment

It has become m o r e impor tan t to achieve a bet ter understanding of the a tmospher ic environment in which civi l air- c r a f t opera te because of advances in the speed and alt i tude capabili ty of all c l a s s e s of civil a i r c r a f t and the improving capabili ty of instrumentat ion that p e r m i t s penetration into increasingly seve re environments . It is necessary that warning be given rel iably to c ivi l a i r c r a f t concerning the cha rac t e r of the environment in which they will fly. Even if the a tmospher ic environment is fu l ly known, there is an additional problem of t imely distribution of information to those who need i t in such a fo rm that safe flight i s maintained.

Recommendation: Survey the atmospheric environmental field and initiate r e s e a r c h and development programs a imed a t the m o s t limiting environmental p roblems in the foreseeable future. !ike!y ea r ly candidates that : h i t a i r t ranspor t operations.

C lea r a i r turbulence, lightning, and warm air fog are


Low-altitude turbulence and i ce l imi t private-owner operat ion.

Aircraft OpPrutions: Human Fuctors

Throughout the B o a r d ' s discussion of l imitat ions to fu ture aviation p rogres s , t h e r e w a s a r ecu r r ing awareness conce rning human fai lure in a i r c r a f t opera t ions that extended substantially beyond "pilot e r r o r . " The conclusion is in- escapable that m o r e and m o r e automation will expand m a n ' s usefulness and that the man-opera t ions interface wi l l change. not only for t r anspor t a i r c r a f t but for pr ivate a i r c r a f t a s well. important for the pr iva te -sec tor pilot; t he re should be a solid base of information to a s s i s t a i rp lane design and cer t i f icat ion. of p i lo t - e r ro r acc idents to a s c e r t a i n the r e a l pilot-machine problems. improvements through intelligent design changes.

r e s e a r c h and development role for NASA in the a r e a of human fac tors including such ac t iv i t ies as accident injury prevention and m a n -mac hine re lationship s, taking advant - age wherever possible of new knowledge gained f r o m space - re la ted act ivi t ies . In pa r t i cu la r , the flight s imula t ion act ivi t ies of NASA should be reviewed to de t e rmine whether they could be organized into a m a j o r nat ional flight s imula- tion laboratory serving both indus t ry and regula tory agen- c ies . Such a p r o g r a m should include fac i l i t i es to exp lo re t r anspor t p roblems and those affecting the pr iva te - sec to r pilot.

The Board be l ieves that this conclusion holds

The human-machine problems m a y be even m o r e

This information should include ana lyses

These ana lyses could lead to significant safety

Recommendation: The Board r ecommends a s t rong

Aircraft Operations: Materials

The Board found a number of m a t e r i a l s p r o b l e m s that

These include p rob lems relat ing to fuels , general ly are not cons idered to be p a r t of flight veh ic l e s and propulsion. cleaning agents, co r ros ion prevention, and predic t ion of f a i lu re s .

Considerat ion should be g iven to expansion of m a t e r i a l s r e s e a r c h in o r d e r to s e r v e both indus t ry and government cer t i f ica t ion ac t iv i t i e s by assess- ing the suitability over long pe r iods of t ime of both new and

Recommendation:


frequently used ma te r i a l s . P a r t i c u l a r emphas is should be placed on safety implicat ions (fuel and combustible ma te r i a l s ) , fatigue, and cor ros ion . a s to re of information usable f o r fa i lure prediction as wel l as for fa i lure prevention.

An ef for t should be made to develop

Aircraft Operations: Interface Problems

The Board encountered a number of problems tha t did not lend them se lves to specif ic categorization. After s o m e study, i t was concluded that in nea r ly every case these prob- l e m s were encountered when the a i r c ra f t was experiencing a change of environment involving an interface with o ther sys tems. Examples of these interface problems a r e f i r e a f t e r c rash , varying conditions a t the a i rpo r t surface, and contaminants and smoke.

lem s involving the a i r c ra f t - a i rpo r t interface suggests tha t some suitable facility f o r special ized flight exper iments in landing and takeoff may be useful. Activit ies in all government agencies and the applicabili ty of existing facilities should be reviewed before any new special ized facility is contemplated. The unique problems of the t ranspor t a i rplane, the sma l l pr ivate a i r c ra f t , and V/STOL aircraft should all be considered.

Recommendation: A s e r i e s of operating interface prob-

AIR TRAFFIC CONTROL

The volume of air t raff ic is al ready f a r grea te r i n many

Es t ima tes for the future indicate that the en route and te rmina l a r e a s than the present system can handle effectively. deficiency wil l become progress ive ly worse unless s t rong m e a s u r e s are taken to c o r r e c t the imbalance of volume of t raff ic and capabili ty. a r e obs tac les preventing the efficient application of the ta len ts of government, industry, and the academic communi- t i e s toward providing an adequate air traffic system. The re a r e a r e a s where a more vigorous effor t to apply ex i s t ing technology wil l pay l a rge dividends. emphas i s on initiating needed r e s e a r c h and development is c l ea r ly needed.

previous study groups to c o r r e c t traffic controi probiems have not yet been implemented.

The Board is convinced that t he re

In other areas , renewed

In a number of instances, recommendations made by

The Board has included in

2 8 Civil Aviation Resea rch & Development

i t s r epor t s eve ra l pas t recommendat ions that appear s t i l l valid in the present t raff ic cont ro l environment. This has been done with the hope that p r o g r e s s can be made by again bringing them to the attention of the agencies now responsible f o r implementation. Other Board recommendations include long-range actions believed necessa ry to c o r r e c t the t raff ic sys tem deficiencies; m e a s u r e s a imed a t rapidly in- troducing existing technologies into the present a i r t ra f f ic control sys tem; and provision f o r accommodating new modes of air t r anspor t that have been o r a r e being introduced into the national t ranspor ta t ion sys tem since the e a r l i e r studies.

These recommendat ions a r e covered below in the sec- t ions concerned with clar i f icat ion of government responsi- bility and with technology. Detailed discussion of these recommendat ions can be found in the r e p o r t of the ASEB Ad Hoc Commit tee on Air Traff ic Control (Ref. C-7).

Air Traffic Control: Government Uespons ib i l i t y and Authority

Safe, efficient use of the a i r space - a national r e source - i s c l ea r ly one of the nat ion 's a i r t ranspor ta t ion goals . In o r d e r that the government- industry- academic r e s o u r c e s may be eff ic ient ly applied toward solving the c r i t i ca l p rob lems facing the air t raff ic system, c l e a r delineation of government agency responsibi l i t ies and authori ty is requi red . near ly two y e a r s s ince the DOT was establ ished, t he re h a s been a n opportunity to a s s e s s the effect iveness of the new legislation. In the B o a r d ' s view, a s su rance is needed that legislation, the National Air Space System Plan, and long- range plans for the future t raff ic sys tem needs a r e c u r r e n t and adequate. Without each of these e lements operat ing in an effective fashion, t imely incorpora t ion of existing technology into the present sys tem and init iation of r e s e a r c h and development a imed a t alleviating long-range problems wil l be ham per ed.

In the

Re com me ndation: 1. Review the implementat ion of the F A A Act of 1958

and i t s re la t ion to the DOT Act of 1966 to a s s u r e that the F A A has sufficient responsibi l i ty , talent, and au thor i ty to plan fo r and regulate a i r s p a c e ; to fund, design, cons t ruc t , operate , and maintain the air t ra f f ic sys t em; and to accom- pl ish o r a r r ange through o ther agencies , such as NASA, f o r the accomplishment of r e se - r ch and development n e c e s s a r y fo r continuous improvement of the a i r t ra f f ic s y s t e m .


2. Review previous documents, including the 1961 P r o - j ec t Horizon Study, the 1962 P r o j e c t Beacon Study, the 1962 P l a n for Util ization of the National Air Space, and the policy document genera ted by f o r m e r FAA Administrator N. E. Halaby. Review and i s sue an updated National A i r Space System P lan that r e l a t e s anticipated traffic t o available technology and that provides fo r special attention to reducing the t ime requi red fo r incorporat ion of needed new technology. convened to study thoroughly and plan the needed future program.

l ic a i r space and recommend changes requi red as a r e s u l t of t raff ic growth.

I t i s suggested that a ful l - t ime working group be

3. Review regulat ions and concepts for the use of pub-

Air Traffic Control: Technology

The a s s e s s m e n t of need fo r r e sea rch , f o r development, and f o r implementat ion of t imely improvements in the air t raff ic sys t em involves accura te forecast ing of traffic growth and sys t em capability, es tabl ishment of long-range requi rements , and a tes t ing and evaluation capability. T o gain the necessa ry t ime for an order ly approach to quantum improvements needed in the air t raff ic sys tem, the life span of the p re sen t sys tem m u s t be increased by rapid application of existing technology. These sho r t - t e rm modifications may include engineering modifications o r incorporation of s impl i - fied and improved procedures .

Re commendation : 1. Refine techniques for forecast ing traffic growth and

define both air and ground sys tem capacity b y analysis, modeling simulation, and other approaches. P r i m a r y a t - tention should be given to the t e rmina l a r ea . The FAA should undertake this t a sk as a national program. ability to es t imate t raff ic volume and define system capacity accurately, a n analysis planning tool would be available to study specif ic applications. sys t em capaci ty m u s t be broad enough to encompass var ious types of flight and ground equipment a s well as multiple runway a r r angemen t s .

needed r e s e a r c h and development f o r a quantum improvement to the air t ra f f ic system. provement e f for t s , DOT and i t s FAA should take the lead in

With the

The method of determining

2. Increase emphas is on the planning and initiation of

F o r these long-term im-

30 Civi l Aviation Resea rch & Development

setting technical requi rements but should place ma jo r dependence for conduct of the r e s e a r c h and development on NASA, other government agencies , and industry. As p a r t of these p rograms , provis ion should be made for appropr i - a t e live t e s t and evaluation. involved:

velopment leading to high-precis ion en route and t e rmina l navigation a i d s and equipment providing al l -weather ze ro - z e r o operation. Emphas is should be placed on improved r emote - a rea o r over-ocean navigation (outside the range of line-of-sight navigation a ids) allowing for spacing similar to that used in the domest ic routes .

F o r the long- te rm solution to the air t raff ic control communicat ions problem, inc rease re- s e a r c h and development effor t to acce le ra t e sys t em improvement and use sys t em ana lys is to se lec t f r o m the fo l - lowing a l te rna t ives o r combinat ions thereof:

link

vehicle data (i. e . , heading, speed, altitude, and weather )

veillance, and possibly hazard-avoidance s ignals

single function o r as a mult iple function

r e s e a r c h and development to provide c l o s e r to r ea l - t ime integrat ion of meteoro logica l information into the air t ra f f ic sys tem. Provide seve re -weather data, including fo re - casting of c l e a r air turbulence, and those data r equ i r ed fo r safe and efficient operat ion of supersonic t r a n s p o r t s .

c r e a s e emphas i s on r e s e a r c h and development to provide for a prac t ica l sys t em that will a l low flight c r e w s to r ecog- nize when they a r e on a col l is ion c o u r s e with o the r a i r c r a f t and that will indicate to c r e w s i n both a i r c r a f t the c o r r e c t i v e act ions open to them.

The following e lements a r e

Es tab l i sh and support r e s e a r c h and de- Navigation.

Communicat ions.

a.

b.

c. Integrated communicat ions with navigation, s u r -

d.

Weather.

Ground-air-ground o r a one-way a i r -ground data

Automatic a i r -ground te lemeter ing of additional

Satellite r e l ays for communicat ions e i the r as a

Es tab l i sh a national p r o g r a m with supporting

Airborne Collision Avoidance Sys tem. Continue and in-

AIRPORT AND SUPPORT FACILITIES

The a i r p o r t complex, including the t e r m i n a l and all its supporting faci l i t ies , i s a key e l emen t i n the air t r a n s p o r t a - tion sys tem. Despite the obvious impor t ance of t h i s e l e m e n t


to the continued growth of c ivi l aviation, it appears to the Board that far too little attention h a s been given to the problem of matching p resen t and future a i rpo r t capaci t ies t o the ever - increas ing demands of c ivi l aviation.

T h e r e a r e at least two ma jo r obstacles hindering the requi red development of an adequate national a i rpor t s y s - tem. Financing cer ta in ly h a s to r ank as one of the m a j o r problems; planning i s another . th i s study h a s been placed on r e s e a r c h and development r e - qu i rements for c ivi l aviation, the question of methods for acquir ing and allocating funds for a i r p o r t development h a s been left to those agencies now engaged in studies of t h i s i s sue .

po r t development including planning and o ther specific a r e a s where, in the opinion of the Board, i nc reased r e sea rch and development effor t will be prof i table . Detailed discussion of these recommendat ions can be found in the repor t of the ASEB Ad Hoc Commit tee on Airpor t and Support Fac i l i t i e s (Ref. D-4).

Since m a j o r emphasis in

Summar ized below are some gene ra l problems of air-

Overall Planning for Airports

Before any effective act ion can be taken to solve the a i r p o r t problem, it is e s sen t i a l to have a plan that will a s - s e s s the p re sen t capabi l i t ies , e s t ima te the demand, identify the deficiencies, and outline the s t eps necessary to m e e t the r equ i r emen t s for existing and future a i rpor t s . proposed national a i rpo r t plan would take into account sev- e r a l fac tors , such a s the cha rac t e r i s t i c s of future c iv i l air- c raf t , a i r p o r t layout to include runway and approach a r - rangements , and passenge r accommodat ions to includ-e ticketing and baggage handling. t o Ai rpo r t s P r o g r a m could be used a s a bas i s for such a master plan for a i rpo r t development; th i s plan, in turn, could contr ibute to the formulat ion of a national t r anspor t a - tion s y s t e m plan that would in tegra te a l l elements of an air t ranspor ta t ion sys tem, including ground t ransportat ion in- te r face s, local and national economic t rends , and applicable new technology. The Board notes that the 1952 Doolittle repor t , "The Airpor t and I t s Neighbors, very c l ea r ly pointed to the need for integrated municipal and a i r p o r t planning, fo r an expanded F e d e r a l Aid to Airports P r o g r a m , and for involvement of the f ede ra l government in ove ra l l

The

An expanded Fede ra l Aid


a i r p o r t planning and development coordination. While such e f f o r t s were undertaken, the Board believes that renewed emphas is on the solution to these problems is appropriate . -~

Recommendation: Formula te a long-range national plan for a i rpo r t development that will provide faci l i t ies to keep pace with the projected growth of a i r traffic.

Government-Industry Airport Steering Group

The complexity of the a i rpo r t p roblem requ i r e s par t ic i - pation and support of both government and industry. Appro- p r i a t e representa t ives of these groups might be brought to - ge ther for a coordinated at tack on the national a i rpo r t problem through a joint government- industry s teer ing group. Included in such a group should be representa t ives f rom the DOT and the FAA, the Air T ranspor t Association, the Air - po r t Opera tor ' s Council International, the Aerospace In- dus t r i e s Association, the Amer ican Insti tute of Archi tects , the American Association of Ai rpor t Executives, and the Amer ican Society of Civil Engineers . Such an organization can a s s i s t the appropr ia te government agencies in setting up and reviewing a national a i r p o r t development plan, and in offering advice on the technology needed to implement the plan. possible to shorten dramat ica l ly the t ime f rom identifi- cation of needed a i rpo r t fac i l i t i es to completion of the requi re d construction.

Recommendation: Crea te a government- industry s t e e r - ing group to advise the in te res ted government agencies on a i rpo r t planning and development.

Such a procedure might make i t

Airports: Educational Programs

The national a i rpo r t development problem involves federal , s ta te , and local governments and is fu r the r c o m - plicated by the social , economic, and pol i t ical f a c t o r s that influence the ma jo r decis ions of a i r p o r t design and location. Educational p r o g r a m s could be developed to acquaint a l l in - t e r e s t ed pa r t i e s with the many in t e r r e l a t ed f a c t o r s involved in a i rpo r t development.

Es tab l i sh univers i ty p r o g r a m s to a c - quaint local officials, industry r ep resen ta t ives , and a i r p o r t m a n a g e r s and developers with a l l f ac to r s involved in a i r p o r t development.

Recommendation:

P r o b l e m s and Recommendations 3 3

Airport Runway and Taxiway Capacity

A growing number of a i r p o r t s in high-density t ra f f ic a r e a s e i ther will soon r each capacity, a r e at capacity, o r have a l ready exceeded the i r or iginal l imits f o r a i r c ra f t acceptance and depar ture ra tes . t ime necessa ry to design and construct new a i rpor t s , the Board suggests that i t would be profitable to determine i f i nc reased u s e of existing fac i l i t i es could be achieved. F o r th i s purpose the B o a r d u r g e s a c r i t i ca l examination of sev- e r a l ma jo r operat ional a i rpo r t s . New technology and techniques as well as improved t raff ic c r i t e r i a and procedures may pe rmi t a significant i nc rease in the capabili t ies of ex- i sting a i rpo r t s .

Recognizing the long lead-

Recommendation: 1. Real is t ical ly r eappra i se pa ra l l e l runway spacing to

determine i f the p re sen t 5,000-ft minimum can be reduced to allow additional runways on existing a i rpor t s .

Determine optimum operat ional acceptance and depa r tu re r a t e s based on a study of selected a i rpor t s that ex- ceed theore t ica l capaci ty o r that a r e below capacity.

Reexamine the effect iveness of high-speed turnoffs with a view toward improving the i r design.

Review ra t io of gates to total a i r c r a f t capacity. Study orientation and location of terminals re la ted

t o runway configuration fo r both IFR and VFR including V/STOL a i r c ra f t .

taxiway lighting elements .

devices for landing and taxiing.

t ems , and consider the use of existing hardware t o reduce t ime and cos t of installation.

2.

3.

4. 5 .

6 .

7.

8.

Increase r e s e a r c h and development on runway and

Expedite augmentation of visual a i d s with e lec t ronic

Expedite the development of automatic taxiway s y s -

Airport Standards

To maintain the cur rency of a i rpo r t standards and to provide p rope r guidance for a i r p o r t opera tors and u s e r s , a i rpo r t s tandards should be available that reflect the la tes t information on a l l types of cu r ren t and future a i rcraf t .

should be per iodical ly reviewed and updated. Recommendation: Government s tandards f o r a i r p o r t s


i l i rpo rt s : G e n e rul A L’ iatio ii

Airports: Freight

Recent fo recas t s of the growth in the air cargo marke t indicate that o v e r the next f i f teen y e a r s the demand fo r air ca rgo serv ice m a y inc rease by an o r d e r of magnitude. To provide for th i s expansion, considerat ion should be given to separat ion of a i r freight and passenge r faci l i t ies .

Recommendation: 1. F o r the immedia te future , develop segrega ted air

c a r g o a r e a s with d i rec t t ruck a c c e s s independent of a i rpo r t automobile a c c e s s roads and with ready accessibi l i ty to passenger loading a r e a s .

2 . F o r the long-term, study the des i rab i l i ty of providing spec ia l f re ight a i rpo r t s , par t icu lar ly for la rge contain- e r i z e d s hipme nt s.

Airports: Interface Between Terminal and Ground Transportation

Ground t ransportat ion sys t ems r e p r e s e n t a m a j o r con- s t r a in t to an effective air t ranspor ta t ion sys tem. The a i r - po r t a c c e s s problem should be studied using a s y s t e m s approach, recognizing i t a s a p a r t of the total u rban p rob lem of moving people and goods. ground t ransportat ion s y s t e m s is n e c e s s a r y t o de te rmine the bes t possible approaches to the u rban t r ans i t and air- po r t a c c e s s problems. The r e s u l t of these s tudies would s e r v e t o guide local community p lanners .

Recommendat ion: 1.

po r t s . 2.

of ground vehicles requir ing a c c e s s to a i r p o r t s . 3 .

with attention to parking t imes , extended-t ime parking f a - ci l i t ies , and faci l i t ies fo r air t r a v e l e r s and a i r p o r t v i s i t o r s .

t ransportat ion s y s t e m s serving the a i rpo r t .

More r e s e a r c h on va r ious

Study the capacity of in te rchanges ad jacent t o air-

Update the s ta t i s t ics indicating n u m b e r s and types

Study a i rpo r t parking faci l i t ies fo r ground vehic les ,

4. Increase analyt ical s tudies of all modes of loca l

The impact of gene ra l aviation on a i r p o r t fac i l i t i es is now considerable and will become an even g r e a t e r f ac to r if the p rc sen t fo recas t s fo r the expansion of g e n e r a l aviat ion


Noise Generation and Propagation

Two a r e a s of concern fo r j e t noise suppression a r e the high-speed j e t as used by the SST and the low-speed j e t s generated by cu r ren t turbofan engines. Recent r e s e a r c h has shown that the sou rces of noise for j e t s of high and low velocity a r e different and that different techniques a r e r e - quired fo r suppression.

amined both theoret ical ly and experimentally and red i rec ted toward a be t te r understanding of noise generation. The ma- j o r objectives in j e t noise r e s e a r c h a r e an understanding of je t -noise -generating mechanisms and quantitative desc r ip - t ions of how radiated noise and aerodynamic mixing c h a r - ac t e r i s t i c s of j e t s a r e re la ted and of how they a r e both dependent on the geometr ic configuration and flow velocity of the nozzle ( o r suppres so r ) .

No method ex is t s that completely identifies the physical pr inciples of noise production in a ro tor -s ta tor se t . Until the aerodynamic cha rac t e r i s t i c s of the blades can be re la ted to the noise generation, design of a quiet compresso r will be a m a t t e r of t r i a l and e r r o r , and predictions of engine noise output will be educated guesses . It i s impor tan t that the noise-generat ing mechanisms be identified s o that the compresso r and turbine can be designed to meet minimum noise c r i t e r i a .

y e a r s on the design of acoust ic l i ne r s for compresso r noise suppression. as the propagation of high-intensity noise through the moving turbulent medium, and the energy dissipation, in a porous mater ia l , of high-intensity noise superposed on airflow - h a s rece ived l i t t le attention. The study of noise a t - tenuation by porous l inings r equ i r e s extension to include high-intensity sound waves and the investigation of aerodynamic devices for improving the absorpt ive p rope r t i e s of the l inings in high-speed airflow.

some types of helicopter and V/STOL a i rc raf t i s the impulsive noise , commonly r e f e r r e d t o a s blade s lap, which can be genera ted under conditions of blade vortex in t e r - action, c r i t i ca l Mach number, and seve re blade stall. A second problem somet imes involved with the conventional hel icopter is the nonimpulsive rotat ional (and vortex) noise

The approach to j e t noise suppression must be r eex -

Engineering data have been gathered in the pas t eight

But the physics of the problem - such

The m o s t identifiable and most annoying fea ture of

I P r o b l e m s and Recommendations 35

a r e co r rec t . At the same t ime, gene ra l aviation a i r c r a f t a r e expected to become not only m o r e numerous , but l a rge r and f a s t e r . This increas ingly significant segment of civil aviation m u s t be provided with adequate fac i l i t i es if it is to contr ibute to and not impede the growth of c ivi l aviation.

Recommendat ion: 1. Provide gene ra l aviation s t r i p s on existing a i rpo r t s

using a t raff ic pa t te rn and faci l i t ies different f r o m those used by commerc ia l aviation.

special ized a i r p o r t s for gene ra l aviation, complete with a l l necessa ry support faci l i t ies .

2. F o r the future, study the des i rab i l i ty of providing

NOISE

Basical ly , one m a y view the "a i r c ra f t noise problem" as a "noise pollution" o r community environmental p roblem. The m a j o r problems considered by the Board r e s u l t f r o m noise produced by flight operat ions of a i r c r a f t . F o r m o s t conventional a i r c ra f t , noise during takeoffs and landings is

ations is of concern for some types of V/STOL a i r c r a f t f ly- ing at re la t ively low en route a l t i tudes.

p roblem in a l imited number of local i t ies . however, m e a n s of limiting noise fo r extended ground runup operat ions a r e avai lable , and no urgent technical p r o b l e m s appear t o exis t in this a r ea .

p roblems assoc ia ted with a i r c r a f t no ise r e su l t ed i n the genera l conclusion that although emphas i s and funds for noise r e s e a r c h and development a r e increas ing , the p r o - jected r a t e of p r o g r e s s m a y fall sho r t of providing so lu- tions when they a r e needed. The Board a s s e s s e d the s t a tus of p re sen t and planned p r o g r a m s and m a d e r ecommenda t ions a imed at increas ing r e s e a r c h and development i n the b road area of a i r c r a f t noise , including that a s soc ia t ed with the sonic boom c rea t ed by the supersonic t r anspor t . T h e s e recommendat ions a r e summar ized be low. Detai led d i s c u s - sion of the recommendat ions relat ing to noise can be found in the r e p o r t of the ASEB Ad Hoc Commit tee on Noise (Ref . F-5) .

.

. of p r i m a r y concern , although noise f r o m cruise-f l ight oper -

Noise produced by ground runup opera t ions p r e s e n t s a In genera l ,

However, the Board ' s survey of c u r r e n t and potent ia l


genera ted by the ma in and antitorque-producing tail ro to r blades. ro to r sys t ems are increased , both types of noise (nonim- puls ive rotat ional and vortex) i n c r e a s e and become m o r e annoying and objectionable.

of noise through the a tmosphe re and along the surface of the ear th , but only the c o a r s e r p a r a m e t e r s of the atmo- sphe re affecting propagation have been considered. Such p a r a m e t e r s as sur face t empera tu re , humidity, and wind velocity are cer ta in ly of p r i m e importance, but considera- tion of these p a r a m e t e r s alone g rea t ly l imits accuracy of predict ing the propagation cha rac t e r i s t i c s of the a tmos - phere (par t icu lar ly nea r the ground) and of the ear th sur face .

Recommendation: 1. Jet Noise: Identify the noise-producing mechanisms

As the d isk loading and tip speed of either of these

Much information h a s been gathered on the propagation

of je t noise in t e r m s of appropr ia te flow and geometr ic f ac to r s fo r m e a n j e t veloci t ies l e s s than 1, 500 f t / s e c and mean j e t veloci t ies g r e a t e r than 2 , 000 f t / sec . no ise-suppressor development p r o g r a m based upon knowledge gained f r o m the above r e sea rch .

2 . Turbomachinery : Identify the noise-producing mechan i sms and the i r quantitative descr ip t ion in t e r m s of r e l a t ed geometr ic and aerodynamic p a r a m e t e r s . Identify and descr ibe the modes of sound propagation in te rna l to engine and nacel le configurations under conditions of high sound intensity, high tempera ture , and shock-wave generat ion.

3. Noise Suppression: Evaluate the noise-absorption cha rac t e r i s t i c s of m a t e r i a l s suitable for use i n engine noise suppression. Develop new m a t e r i a l s having higher abso rp - tion, lower weight, and inc reased se rv ice life.

4. Roto r s and P r o p e l l e r s : Develop blade t i p and mul - tiple ro to r configurations to minimize noise generation.

Pu r sue a

5. Predic t ion Methods: Develop methods for p r e - dicting the noise produced by vehicles in motion on the ground o r in flight. t r y par t ic ipat ion in flight p r o g r a m s conducted at existing government a i r c r a f t t e s t ranges, such that d a t a acquired f r o m a specific t e s t will be useful in o ther analyses. De- velop improved techniques for predicting noise propagation through the a tmosphere in both air- to-ground and ground- to-ground cases .

Make m o r e extensive u s e of and solicit indus-

38 Civi l Aviation R e s e a r c h & Development

6. New Concepts: Conduct design s tudies and explora- t o ry exper imenta l p r o g r a m s per ta ining to advanced concepts in a i r f r a m e and propulsion design, engine cycle selection, and the use of unconventional component design fea tures that can direct ly o r indirect ly lead to lower noise production.

N o i s e : Fl ight Operat ions

The r e su l t s of s eve ra l s e r i e s of NASA-FAA te s t s c lear ly show that reasonable noise abatement takeoff procedures reduce noise over impor tan t segments of the takeoff path. The resul t ing amount of noise reduct ion will va ry widely with the type of j e t aircraft and with operat ing conditions.

p e a r s to reduce modera te ly the a i r c r a f t noise levels . eve r , the procedure tends to c rea t e s e v e r a l o ther technical p rob lems that m a y r equ i r e cons iderable study.

given to landing and takeoff ins t rumenta t ion a ids that will p e r m i t operat ion under a va r i e ty of weather and t raff ic conditions at re la t ively high takeoff and landing gradients .

The inc reased glide angle approach during landing ap - How-

In the c a s e of V/STOL aircraft, attention should be

Recommendation: 1. Fixed-wing Ai rc ra f t Fl ight P r o c e d u r e s : Continue

p r e s e n t s tudies of the effect of var ia t ions in takeoff and approach p rocedures on minimizing noise , including d i r e c t l i f t cont ro l and other m e a n s fo r increas ing a i r c r a f t a l t i tude over communit ies . These e f for t s should take into account the i r effect on air t raff ic control .

p rocedures that will min imize noise exposure over populated areas, par t icu lar ly f o r lower-al t i tude operat ions, cons is ten t with safety and air t ra f f ic cont ro l r equ i r emen t s .

2 . V/STOL Ai rc ra f t F l igh t P r o c e d u r e s : Develop f l ight

Criteria for N o i s e

A p r i m a r y psychoacoust ic p rob lem for evaluating the human response to a i r c r a f t noise i s the se lec t ion of phys ica l m e a s u r e s of noise that m a y be m o s t u se fu l in the develop- men t of s ca l e s to assess human reac t ions to noise s t imu la - tion. Over the pas t t en y e a r s m o s t of the work in psycho- acous t ics re la ted to a i r c r a f t no ise h a s been conce rned with the application of the perce ived noise level concept . Little ini t ia l considerat ion was given to such f a c t o r s as the s t r u c -


t u re of the sound wave in t e r m s of its t ime history, durat ion effects , the presence of impulsive spec t ra , and tonal components of the noise. combine the effects of level, duration, and spec t ra l i r r e g u - larity, i. e . , tone components, into a m e a s u r e that is p r e s - ently cal led "effective perceived noise level.

Psychoacoust ic m e a s u r e s a r e general ly obtained by comparing different sounds in a laboratory environment. The methodology fo r predicting psychological react ions of a populace as a whole f r o m laboratory o r contrived field experiments is ve ry unsat isfactory. One of the m o s t difficult a spec t s of developing valid community noise c r i t e r i a is the r e s t r i c t e d ability to identify those other e lements of a i r c ra f t operat ions, community environment, and semant ic content that r e su l t i n the g r o s s react ion of a community t o noise ( r e f e r r e d to as "community response") and tha t a r e not physical dimensions of the noise.

physical p a r a m e t e r s of sound that influence individual r e - actions to a i r c r a f t noise. suitable fo r u s e in aircraft and engine certif ication r e -

- quirements . Develop m o r e psychological and sociological techniques f o r predicting community response to a i r c r a f t noise.

Cur ren t work i s being pursued to

Recommendation: Extend present knowledge of the

Develop psychoacoustic m e a s u r e s

Noise: Land U s e

There i s a need for carefu l analysis and planning of land use around a i r p o r t s to provide for activities that a r e compatible with a i r c r a f t operat ions. a i r p o r t s r equ i r e s the coordinated and educated effor ts of urban p lanners and public admin i s t r a to r s at a l l levels . With understanding of the complex problem of a i rpor t noise, appropr ia te zoning and coding act ions can be taken a t the c o m - munity level.

Severa l smal l - sca le engineering studies sponsored by the F e d e r a l Housing Adminis t ra t ion and NASA indicate a relat ively high cos t fo r improving noise insulation i n m o s t existing houses , although in some local i t ies the cos t fo r noise-insulating new homes might be considered modera te . The feasibi l i ty of improving house insulation as a m e a n s of alleviating noise should be based on economic trade-off studies.

P r o p e r land u s e nea r


Recommendation: 1 . Analysis of Noise Exposure and Land Use: P r e p a r e

e s t i m a t e s of noise exposure around a l l a i r p o r t s expecting j e t a i r c ra f t operat ions. Extend existing procedures for es t ima- ting noise exposure produced by hel icopter and other V/STOL operat ions. Inventory land usage around a selected se t of existing a i r p o r t s (e.g., ten) and use these data to evaluate possible adminis t ra t ive and economic bases for making such land use m o r e compatible with a i r c r a f t operat ions.

c r a f t noise and land usage for headquar te rs and field s t a f f s of FAA and the Department of Housing and Urban Develop- ment to enable them to consult m o r e knowledgeably with local government agencies on a i r c r a f t noise problems. Stimulate inclusion of subject ma t t e r pertaining to a i r c r a f t noise and land usage in univers i ty cu r r i cu la f o r a rch i tec ts , u rban planners , and public admin i s t r a to r s ; encourage univers i t ies to present symposia on those topics to local public officials.

3. Public Administration: Develop guidelines for zoning p rac t i ces and building codes for use by local author- i t i es . Develop educational, public re la t ions, and economic p rograms to encourage local au thor i t ies to adopt appropr ia te zoning procedures and building codes. Es tab l i sh procedures requir ing adequate noise ana lyses of a l l a i r p o r t and hel i - port s i t e s where f ede ra l funds o r opera t iona l approval is involved.

4. Building Requirements: Develop noise-reduct ion requi rements and appropriate building code r e com me ndation s pertaining to cont ro l of a i r c ra f t noise inside new buildings. Develop low- and medium-cost s t r u c t u r e s and techniques f o r reducing a i r c ra f t noise that now penet ra tes inside existing houses. Develop modera te ly p r i ced a i r - conditioning equipment suitable for making existing houses l ivable a f t e r such noise-reduction modifications a r e employed. c r i t e r i a for land-use ca tegor ies , in t e r m s of noise exposure and suitabil i ty for zoning of proper ty f o r res ident ia l , commerc ia l , industr ia l , and public a s sembly purposes .

2. Education: Es tab l i sh an educational program on air-

.

F u r t h e r develop

N o i s p : Sonic Boom

The National Academy of Sciences-Nat ional R e s e a r c h Council Committee on SST-Sonic Boom conducted s tudies on sonic- boom generat ion and propagation, physical effects , and human response and has made recommendat ions in each a r e a .


These a r e s u m m a r i z e d below. Detailed discussion can be found in the respec t ive r epor t s of the Subcommittees on Re- search , Phys ica l Effects, and Human Response (Ref. F -2 , 3, 4).

Recommendation: 1. Sonic- boom Generat ion and Propagation: Initiate

m o r e theore t ica l work, together with a program of con- t rol led exper iments in the laboratory and the full a tmosphere , on the problem of shock-wave propagation through turbulent a tmospheric ground l aye r s . Give m o r e r e sea rch attention to topographical effects . s ea rch i s the construct ion of a facility i n which var ious types of topography may be s imulated and studied in the laboratory. Es tab l i sh controlled laboratory and flight t e s t s to evaluate the ability to predict theoret ical ly the effects of acce lera t ions and maneuvers . and industry design s tudies a imed a t minimizing sonic boom with emphas is on unconventional a s well as conventional air- c raf t configurations. Emphasize the gather ing of ove ra l l s ta t i s t ica l o v e r p r e s s u r e and impulse data, relating them to the maximum extent possible to a tmospheric , flight, and topographical conditions. Exploit the sma l l reduct ions to be obtained in the intensity of sonic boom through better understanding of theory, design ref inements of conventional aircraf t , and improvement s in propulsive efficiency and operating procedures .

2. Phys ica l E f fec t s of Sonic Boom: Design and con- s t ruc t a t l ea s t two types of sonic-boom simulators capable of testing panels on the o r d e r of 8 f t square of typical con- s t ruct ion m a t e r i a l s and cubic a s sembl i e s of about 20 ft on a side. Undertake and pur sue a physical response r e s e a r c h program compris ing the following e lements i n descending o rde r of imp0 r tance :

Repetit ive t e s t s in s imula tors of a wide range of damage- suscept ible ma te r i a l s and a s sembl i e s

Static and dynamic laboratory t e s t s of commonly used g l a s s and g l a s s sys t ems

Accelerat ion and expansion of sonic-boom studies by the Environmental Science Serv ices Administration

A count, by sample survey, of window panes in selected c i t i e s

Evaluation of environmental pa rame te r s of ma- t e r i a l and building responses to natural phenomena

Theore t ica l study of c r i t i ca l e a r t h s t ruc tu res

An important f i r s t s tep in such r e -

Continue both government

a.

b.

c.

d.

e .

f .


Appoint an in te rd isc ip l inary group, including engineers and lawyers , to study legal- s t ruc tu ra l considerat ions of c o m m e r c i a l SST operat ions. petent companies specializing in instrument- data- recording- and-re t r ieva l sys t ems to propose the cha rac t e r i s t i c s for an economical monitoring sys tem and to develop pre l iminary cos t -e f fec t iveness ana lyses of the proposed system.

tory s tudies of the proper t ies of the sonic boom most important to a n understanding of such human reac t ions a s annoyance and being s ta r t led . Renovate existing fac i l i t i es where necessa ry and construct special ized new faci l i t ies for bet ter simulation of sonic boom to accommodate the additional qualified invest igators who seek to make specific laboratory s tudies of human response to the sonic boom. Study human response to the sonic boom during sleep. Con- tinue s tudies of react ions of individuals and of organized communit ies to overf l ights a t d i f fe ren t sonic-boom levels , i f and when mi l i t a ry overfl ight p r o g r a m s provide the op- portunitie s. methodological work needed to support the r e s e a r c h proposed above.

Contract with seve ra l com-

3. Human Response to Sonic Boom: Continue labora-

. Develop organizat ional a r r angemen t s and

Aeronautics and Space

Engineering Board

Appendix I

e

Aeronautics and Space Engineering Board

H. Guyford Stever , Cha i rman P e r r y W. P r a t t P r e s i d e n t Vice P r e s i d e n t and Chief Carnegie -Mellon Universi ty Scient is t

Raymond L. Bisplinghoff, United Ai rc ra f t Corporat ion

Allen E. Puckett Executive V i c e P res iden t

and Ass is tan t Gene ra l

i

Depar tment of Aeronaut ics

Vice Cha i rman P r o f e s s o r and Head,

and Ast ronaut ics Mas sac hu s e tt s Institute of

T e c hnolog y

Leo L. Beranek P res iden t Bolt Be ranek and Newman

Inc -

Willis M. Hawkins V i c e P r e s i d e n t - Science

and Engineer ing Lockheed Ai rc ra f t

Corpora t ion

John M. Kyle, Jr. Chief Engineer The P o r t of New York

Authority

B e r n a r d M. Oliver Vice P r e s i d e n t for Resea rch

and Development Hewlet t -Packar d Company

Manag e r Hughes Ai rc ra f t Company

George E. Solomon Vice P r e s i d e n t and Direc tor ,

Sys t ems Labora tor ies TRW Inc.

Edward C. Wells Senior Vice P res iden t The Boeing Company

C a r l o s C. W o o d Division Vice Pres ident -

Engineering Sikorsky Aircraft, Division of

United Aircraf t Corpora t ion

- 45 -

46 Appendixes

Contributors The Aeronaut ics and Space Engineering Board g ra t e -

fully acknowledges the will ingness of the following l eade r s f r o m government , industry, and the academic community to s h a r e with the Board the i r extensive knowledge i n the var ious f ie lds of c ivi l aviation.

Mr. F r e d e r i c k L. Bagby, Manager , Mechanical En- gineering Department , Bat te l le Memor ia l Insti tute

Mr . W. V. Blockley, P r inc ipa l Associate and Vice Pres ident , Webb Assoc ia tes

Mr . Richard E. Carpenter , Senior Specialist , Science and Technology, Science Pol icy Resea rch Division, Leg i s - . lative Reference Service, L i b r a r y of Congres s

Dr. P a u l W. Cherington, J a m e s J. Hill P r o f e s s o r of Transportat ion, Harva rd Bus iness School

Mr . Will iam M. Cri l ly , Senior Vice P r e s i d e n t f o r Planning, E a s t e r n Air Lines , Inc.

Dr. Rober t C. Duncan, Ass is tan t D i rec to r f o r Sys- tems , NASA Elec t ronics R e s e a r c h Center

Mr. A. J. Evans, Di rec tor of Aeronaut ical Vehicles Division, Office of Advanced R e s e a r c h and Technology, National Aeronaut ics and Space Adminis t ra t ion

national Aviation Mat t e r s , Office of the Chief of Naval Operations, U. S. Navy

tee on Aeronaut ical and Space Sciences

nology, Executive Office of the P r e s i d e n t

Association of Amer ica , Inc.

Dynamics Corporat ion

c ra f t Engineering Corpora t ion

MITRE Division 4, Air T r a f f i c System, MITRE Corpora t ion

Mr. Will iam C. Fuchs , Ass is tan t f o r F e d e r a l / I n t e r -

Mr . James J. Gehrig, Staff Di rec tor , Senate Commi t -

Dr. Nicholas E. Golovin, Office of Science and T e c h -

Mr . Kar l H a r r , J r . , P res iden t , Aerospace Indus t r i e s

Mr . Edward H. Heinemann, Vice P res iden t , G e n e r a l

Mr. Richard Hutton, Vice P res iden t , G r u m m a n A i r -

Mr . Howard Ki r shne r , Assoc ia te Technica l D i r e c t o r ,

Contr ibutors 47

Mr. John W. Klotz, Ass is tan t Di rec tor , Tac t ica l Con- t r o l and Survei l lance Sys tems, Office of Di rec tor , Defense R e s e a r c h and Engineering, Depar tment of Defense

ning Resea rch Corporat ion

Sys tems, Inc. , Gene ra l Prec is ion , Inc.

Bat te l le Memor ia l Insti tute

tor , Supersonic Transpor t P r o g r a m , F e d e r a l Aviation Admini s t ra t ion

gineer ing and Maintenance, United Air Lines, Inc.

c r a f t Sys tems) , Office of Di rec tor , Defense Research and Engine e r ing, Depar tment of Defense

. Corporat ion

Mr . F r e d e r i c k A. Koomanoff, Senior Associate, Plan-

Mr . Edwin A. Link, Di rec tor and Consultant, Ocean

Mr . J a m e s P. Loomis, Columbus Laborator ies ,

Major Genera l J. C. Maxwell, USAF, P r o g r a m Di rec -

Mr . William C. Mentzer , Senior Vice Pres ident , En-

Mr . T. C. Muse, Ass is tan t Di rec tor (Tact ical A i r -

Mr . William T. P ipe r , J r . , P res iden t , P ipe r A i rc ra f t

M r . John W. Rabb, Chief, Sys t ems Division, National Ai rspace P r o g r a m Office, F e d e r a l Aviation Administration

Colonel Stephen G. Saltzman, USAF (Ret. ), Staff Co- ordinator , Transpor ta t ion Workshop, 1967

Mr. David D. Thomas , Deputy Adminis t ra tor , F e d e r a l Aviation Admini strati on

Dr. Edward C. Welsh, Executive Secre ta ry , National Aeronaut ics and Space Council

Mr . Char l e s A. Zraket , Vice Pres ident , Washington Operations, MITRE Corpora t ion

Professional Engineering Societies

Contributors

Contr ibutors 49

American Institute of Aeronautics and Astronautics

STEERING GROUP

Harold T. Luskin, Cha i rman Chief Advanced Design En- g ineer , Lockheed California Company

G e n e r a l Manager , Ventura Division, Northrop Corporat ion

Edward W, P r i c e P r o f e s s o r , School of Aero- space Engine e r ing , G e o r gia Institute of Technology

Welko E. Gas ich Corpora t e Vice P res iden t and

Har t ley A. Soul& Consul tant

SENIOR ADVISORY REVIEW BOARD

William Bollay

J e r r y H. Ger t a i s

David C. Hazen

Edward E. Hood, Jr. J e r o m e C. Hunsaker

S. P a u l Johnson

Albert J. Kelley

F. W. Kolk

Visiting P r o f e s s o r , Universi ty of Cal i fornia , Los Angeles Chief Engineer , Cessna Ai r - craft C ompany Assoc ia te Dean of Faculty, Aerospace and Mechanical Sciences Department, P r i n c e - ton Universi ty Genera l E lec t r i c Company Department of Aeronautics and Astronaut ics , Massachuset ts Institute of Technology Direc tor , National A i r and Space Museum, Smithsonian Institution Dean, College of Business Admini s t ra t ion, Boston College Ass is tan t Vice Pres ident , En- gineer ing, American Air l ines , Inc .

50 Appendixe s

Otto Koppen

J a m e s N. Lew

Ralph B. Lightfoot

George C. Mart in

Renk H. Mil ler

J ack S. P a r k e r

Ar thur E. Raymond

I r a G. Ross

Rober t W. Rummel

George S. Scha i r e r

R. Smelt Ar thur E. Smith

John Stack

Floyd L. Thompson

F r e d Weick

Marvin Whitlock

Walter C. Williams

Holden W. Withington

P r o f e s s o r of Aeronautical Engineering, Massachuse t t s Insti tute of Technology Vice Pres ident , Engineering, Beech Aircraf t Corporat ion Engineer ing Manager - P r o - duction, Sikorsky Aircraf t , Division of United Aircraf t Corporat ion Vice Pres ident , Engineering, The Boeing Company Depar tment of Aeronaut ics and Astronaut ics , M a s sachu - s e t t s Insti tute of Technology Aerospace and Defense Group, Genera l E lec t r i c Company Consultant, The RAND Corporat ion P res iden t , Cornel1 Aero- nau t ic a1 Labor a to r y Vice P res iden t , R e s e a r c h and Planning, T r a n s World Ai r - l ines , Inc. Vice P res iden t , R e s e a r c h and Development, The Boeing Company Lockheed Cal i forn ia Company Execut ive Vice P res iden t , United Ai rc ra f t Corpora t ion Vice P res iden t , Engineer ing, Fa i r ch i ld Hi l le r Corpora t ion Direc tor , NASA Langley R e s e a r c h Cen te r Di rec tor , Development Cen- t e r , P i p e r A i rc ra f t C o r p o r a - tion Vice P res iden t , United Ai r Lines , Inc. Vice P r e s i d e n t and G e n e r a l Manager , Manned S y s t e m s Division, Aerospace C o r p o r a - t ion Vice P res iden t , SST Division, The Boeing Company

Contr ibutors 51

WORKING GROUP 1. FLIGHT VEHICLE AND AIRBREATHING PROPULSION

Rober t E. Hage, Cha i rman

Lloyd B. Aschenbeck

Austin B. C r o s h e r e

Nicholas J. Hoff DMW Lindquist H a r r y L. McKee, Jr .

P e r r y W. Pratt

Howard E. Rober t s

James D. Robinson, Jr.

C h a r l e s R. Strang

WORKING GROUP 2.

Rober t R. Stark, Cha i rman

R. B. Ault

John G. B o r g e r

R. C. Col l ins

AIRCRAFT OPERATIONS

C omme r cia 1 C a r r i e r Advisor, Lockheed A i r c r a f t Corporat ion Vice P res iden t , Engineering, Western Air l ines , Inc. Chief Engineer , Pan Amer ican World Airways, Inc. Manage r, Ai rc ra f t Engineering Division, United Air Lines , Inc.

Vice Pres ident , Advanced C o m m e r cia1 Development and Planning, McDonnell Douglas Corpora t ion Direc tor , Advanced Cargo Sys tern s, McDonne 11 Douglas Corpora t ion Direc tor , Advanced Com- m e r c i a l Sys tems Concepts, McDonnell Douglas Corpora - tion P r o f e s s o r , Stanford Universi ty McDonne 11 Doug la s Corporat ion Direc tor , Long-Range P roduc t Planning, McDonnell Douglas Corporat ion Vice P res iden t and Chief Scient is t , United Aircraf t Corporat ion Ass is tan t Resea rch Direc tor , IRAD Management, McDonne11 Doug la s Corporation Manager , We s t e r n Markets , P r a t t & Whitney Division, United Aircraf t Corporat ion Direc tor , Resea rch Engineer - ing, McDonnell Douglas Corporat ion

5 2 Appendixe s

Warren T. Dickinson

Arthur C. F o r d

Samuel L. Higginbottom

Harold D. Hoeks t ra

Mark E. Ki rchner

William C. Lawrence

William M. Magruder

William Mentzer

Norman R . Parmet

Direc tor , P roduc t Engineer- ing, McDonnell Douglas Corporat ion Direc tor , Engineering, Delta Ai r Lines, Inc. Vice P res iden t , Operat ions Group, E a s t e r n Air l ines , Inc. Chief, Engineering - Safety Division, Ai rcraf t Develop- men t Service, FAA Direc tor of Advanced Heli- copter Development, Vertol Division, The Boeing Company Vice P res iden t , Development Engineering, Amer ican Ai r - l ines, Inc. Deputy Chief Advanced De- sign Engineer , Lockheed Cal i forn ia Company Senior Vice P res iden t , En- gineer ing and Maintenance, United Air Lines, Inc. Staff Vice P res iden t , Equip- men t Planning and Develop- ment , T r a n s World Air l ines , Inc.

WORKING GROUP 3. AIR TRAFFIC CONTROL

Winfield H. Arata , J r . ,

Malcolm Abzug R. F. Anderson William Chi ld re s s Richard M. Head

Chai rman

A. L. Hedrich

George McSherry

Marvin P. P a s t e l

Nor throp Nor t ronic s TRW Inc. FAA Western Region Ai r L ines P i lo t s Assoc ia t ion NASA Elec t ron ic s R e s e a r c h Cen te r P a g e Communica t ions Eng inee r s L o s Angeles Depar tmen t of A i rpo r t s Autonet ics Division, Nor th A m e r i c a n R ockwell Corpora t ion

Contr ibutors 53

Kearney G. Robinson Manager , A i r Commerce Con- s t ra in ts , Commerc ia l Airplane Division, The Boeing Company Direc tor of ATC Research , Amer ican Air l ines , Inc.

tory, Inc.

Stanley Se l tzer

Rober t Shank Airborne Instrument Labora -

Ches t e r Shimp FAA Western Region

WORKING GROUP 4. AIRPORT AND SUPPORT FACILITIES

R. Dixon Speas, Chai rman

Ar thur Bi l le t Cyrus S. Coll ins

Scott Cross f i e ld

Allen F. Edwards , Jr.

- Joseph A. F o s t e r

F r a n c i s T. F o x

H e r b e r t C. Godfrey

Victor J , Kayne

R. K. J o e r g e r

Char l e s 0. Landrum J a m e s T. Py le Leonard H. Quick

Rober t W. Rummel

Howard Salmon

John T. Shannon

P res iden t , R. Dixon Speas Associates , Inc. Vicker s, Inc. Vice Pres ident , Amer ican Air l ines , Inc. Division Vice President , F l igh t Resea rch and Develop- ment , E a s t e r n Airlines, Inc. P res iden t , National P i lo t s Associat ion Vice P res iden t , Air T r a n s p o r t Associat ion of America Genera l Manager , Los Angeles Internat ional Airport Regional Vice Pres ident , P rope r t i e s , United A i r Lines , Inc, Vice P res iden t , Ai rcraf t Owners and P i lo t s Association P res iden t , Leigh F i she r Assoc ia tes , Inc. Landrum & Brown Aviation Development Council P re s iden t , Transportat ion Sys tems Corporation Vice P res iden t , Planning and Resea rch , T r a n s World Air l ines , Inc. Amer ican Bosch Arma Corporat ion Senior Vice President , Operat ions, Pan American World Airways, Inc.

I 54 Appendixes

Rober t B. Ward Executive Director and Secre- ta ry , National Bus iness Ai r - craft Association

Mar t in A, Warskow Airborne Instrument Labora tory John R. Wiley Direc tor , Aviation Department ,

The P o r t of New York Author- i ty

Rush Ziengenfelder P a r s o n s , Brinckerhoff, Quade & Douglas

WORKING GROUP 5 . ECONOMICS OF CIVIL AVIATION

Rober t F. Stoesse l , Chai rman

Lloyd B. Aschenbeck

J. Donald Bowers

J C Constant2

W. P. Kennedy

H a r r y A. Kimbr ie l

Richard R. Krohn

DavidR. Moss

R. Vernon Radcliffe

Lawrence G. Regan Allen H. Skaggs

Transpor ta t ion Advisor , Lock- heed Cal i fornia Company Direc tor , Advanced C a r g o Sys tems, McDonne 11 Douglas Corpora t ion Direc tor , Economic R e s e a r c h . and F l e e t Development, United Air Lines , Inc. Chief, Economic Planning and ,

Programming , Bureau of Eco- nomics, Civi l Aeronaut ics Board Direc tor , C o m m e r c i a l A i r - craft Analysis , Lockheed Ai rc ra f t Corpora t ion Ass i s t an t Vice P r e s i d e n t , Corpora t e Planning, A m e r i - can Air l ines , Inc. Manager , Dome s t i c A i r l i nes Analysis , The Boeing Company Manager , SST Ai r l ines R e - qui rements , G e n e r a l E l e c t r i c Company Senior D i rec to r , Economic Planning, T r a n s World A i r - l ines , Inc. R e s e a r c h Analys is Corpora t ion Di rec to r , Planning and P r o - g r a m Review Office of the Sec re t a ry , Depa r tmen t of Transpor t a t ion

Contributors 55

Reginald F. Woods Manager , A i rc ra f t Planning, E a s t e r n Air Lines , Inc.

WORKING GROUP 6. NOISE

John K. Wimpress , Chai rman

Car l ton W. Br i s to l , Jr.

R. E. Coykendall D. L. F r a n c i s

A. L. McPike

A. Richard Seebass

Jim Roger s Thompson

Chief of Aerodynamics, Com- mercial Airplane Division, The Boeing Company P r o j e c t Manager , Noise R e - duction, Pratt & Whitney Di- vision, United Aircraf t Corporat ion United Air Lines , Inc. Manager , Installation and Noise Control , General E lec t r i c Company Chief, Acoustic s, Mc Donne 11 Douglas Corporation Assoc ia te P ro fes so r , Corne l1 Universi ty Manager , Acoustics Depar t - ment , Lockheed California Company

American Society of Civil Engineers Richa rd H. Tatlow, I11 P res iden t , Abbot, Merkt, and

Company, and Pres ident , ASC E

Tammen and Bergendoff

W. Thompson Associates

H. C. Lamberton, J r . P a r t n e r , Howard, Needles,

Arnold W. Thompson Consulting Engineer, Arnold

American Society of Mechanical Engineers

Louis N. Rowley, Jr. Publ i sher and Editor, P o w e r Publ icat ions Division Mc C r a w - Hill, Inc., and Pres ident , ASME

5 6 Appendixe s

Kenneth M. F o r e m a n

John des . Coutinho

Rudolph F. Gagg

R. C. Hornburg

W. S. Hyler

C. M. S tark

T. P. Torda

R . M. Woodham

Geoastrophysics Group, Re - s e a r c h Section, Grumman Aircraf t Engineering Corpora- tion, and Liaison Representat ive, ASME Special Assis tant to the Vice P res iden t , Lunar Excursion Module of Apollo, Grumman Ai rc ra f t Engineering Corpora - tion. Vice P res iden t ( r e t i r e d ) , The Bendix Corporat ion P r o j e c t Engineer , McDonne 11 Douglas Corpora t ion Chief, S t ruc tura l Ma te r i a l s Engineering, Bat te l le Me- m o r i a l Insti tute Superv isor , Maintainabili ty, *

AiResearch Division, G a r r e t t Corpora t i on P r o f e s s o r , Mechanical and . Aerospace Engineer ing De- par tment , I l l inois Insti tute of Technology Assoc ia te Di rec tor , Guggen- he im Aviation Safety Cen te r

Institute of Electrical and Electronic Engineers

W. K. MacAdam

S. W. Herwald

D. G. F ink R . M. Emberson

Vice P res iden t , Engineer ing, New York Telephone Company, and Immedia te P a s t P r e s i d e n t , I E E E Group Vice P r e s i d e n t , West ing- house E lec t r i c Corpora t ion , and P r e s i d e n t , I E E E G e n e r a l Manager , I E E E Di rec to r , Technica l Se rv ices , IEEE

57 Contr ibutors

I J. S. Young Senior Engineer, Scientist, McDonnell Douglas Corpora - tion, and Chai rman, Aero - space Support Systems Com- mittee, Group on Aerospace and Elec t ronic Systems, I E E E

The Society of Automotive Engineers R. H. Isbrandt V i c e Pres ident , Auto Engi-

neer ing and Research, Auto Division, Amer ican Motors Corporation, and Pres ident , SAE

Engineering, Amer ican Air l ines , Inc.

F. W. Kolk Assis tan t Vice Pres ident ,

H. L. Mar t in R e s e a r c h Manager, SAE

ASEB Ad Hoc Committees

Contributors 59

ASEB AD HOC COMMITTEE ON FLIGHT VEHICLES AND

AIRBREATHING PROPULSION

P e r r y W. Pratt (ASEB), Go-Chairman Vice P r e s i d e n t and Chief Scientist United Aircraf t Corpora t ion

Edward C. Wells (ASEB), Co-Chai rman Senior Vice P res iden t The Boeing Company

Secor D. Browne Consultant Browne & Shaw R e sea rch Corporat ion

Phi l ip A. Colman Ass is tan t Di rec tor of Marketing Lockheed California Company

Kenneth F. Holtby Technology Direc tor , C ommerc ia l

The Boeing Company Airplane Division

Edward E. Hood, J r . Genera l Manager, Commerc ia l Engine

Fl ight Propuls ion Division Genera l Elec t r ic Company

P rog rams

Richard Hutton Senior Vice P res iden t G rumman Air c ra f t Enginee ring

Corporat ion

Marion Maxfield P res iden t Marion Maxfield Assoc ia tes

60 Appendixes

Phi l ip L. Michel Chief of Advanced Resea rch Sikorsky Aircraf t , Division of United

Aircraf t Corporat ion

Special Advisers : R. D. F i t z s immons Product Development, Commerc ia l

The Boeing Company Airplane Division

Edward N. Hal l United Ai rc ra f t Corporat ion

D. W. Hayward P roduc t Development, Commerc ia l

The Boeing Company

Edward H. Heinemann Vice P res iden t , P r o g r a m Development Genera l Dynamics Corpora t ion

Airplane Division

C h a r l e s M. Kea rns Vice P r e s i d e n t United Ai rc ra f t Corpora t ion

George S. Scha i r e r Vice P r e s i d e n t - R e s e a r c h and

Development The Boeing Company

ASEB AD HOC COMMITTEE ON AIRCRAFT OPERATIONS

Willis M. Hawkins (ASEB), C h a i r m a n Vice P r e s i d e n t - Science and Engineer -

Lockheed Ai rc ra f t Corpora t ion ing

C a r l o s C. Wood (ASEB), Vice C h a i r m a n Division Vice P r e s i d e n t - Engineer ing Sikorsky Aircraf t , Divison of United

Ai rc ra f t Corpora t ion

Contr ibutors 61

.

John B o r g e r Chief Engineer P a n Amer ican World Airways, Inc.

F r a n k E. Hedrick P r e s i d e n t Beech Ai rc ra f t Corporat ion

Aubrey Keif Consul tant and fo rmer ly Chai rman of

the Board of the National Bus iness Ai rc ra f t Associat ion

J. E. LeCla i re , Jr. Manager , Air c raft Per formance T r a n s World Air l ines , Inc.

W i l l i a m C. Mentzer Senior Vice P res iden t United Ai r Lines, Inc.

F r e d W. Mi lam Vice P res iden t , Transportat ion Los Angeles Airways, Inc.

John M. Wolgast Vice P r e s i d e n t - Maintenance National Air l ines , Inc.

Special Adviser : Rober t C. Duncan Ass is tan t Di rec tor for Systems NASA Elec t ronics Resea rch Center

ASEB AD HOC COMMITTEE ON AIR TRAFFIC CONTROL

Allen E. Pucket t (ASEB), Chai rman Executive Vice P res iden t and Assis tant

Genera l Manager Hughes Ai rc ra f t Company

B e r n a r d M. Oliver (ASEB) Vice P res iden t for Resea rch and

Hew le tt -P a c k a r d C ompany Deve lopme r,t

6 2 Appendixes

George E. Solomon (ASEB) Vice P r e s i d e n t and Director ,

TRW Inc. Sys t ems Labora to r i e s

Scott C r o s sfie Id Division Vice P r e s i d e n t Fl ight R e s e a r c h and Development E a s t e r n A i r Lines, Inc.

Rober t J. Shank Vice P r e s i d e n t f o r Transportat ion

Department Airborne Ins t rumen t s Laboratory

Special Advisers : Rober t C. Duncan Ass i s t an t Director fo r Sys t ems NASA Elec t ron ic s R e s e a r c h Cen te r . Nate I. Hall Vice P r e s i d e n t - Produc t Effect iveness Hughes A i r c r a f t Company

George S. S c h a i r e r Vice P r e s i d e n t - R e s e a r c h and

Development The Boeing Company

C h a r l e s A. Z r a k e t Vice P r e s i d e h t , Washington Operat ions The MITRE Corpora t ion

ASEB AD HOC COMMITTEE ON AIRPORT AND SUPPORT FACILITIES

John M. Kyle, Jr . (ASEB), C h a i r m a n Chief Engineer The P o r t of New Y ork Authority

C a r l M. Kneisel Vice P r e s i d e n t of P r o p e r t i e s and

Pan Amer ican World Airways, Inc F a c i l i t i e s

Contributors 6 3

Horace C. Lamberton, J r . P a r t n e r Howard, Needles , Tammen andBergendoff

William C. Stevens Engineer of Design, Aviation Engi-

The P o r t of New Y o rk Authority neer ing Department

Arnold W. Thompson Consulting Engineer Arnold W. Thompson Associates

ASEB AD HOC COMMITTEE ON ECONOMICS OF CIVIL AVIATION

Car los C. Wood (ASEB), Chai rman Division Vice P res iden t - Engineering Sikorsky Aircraf t , Division of United-

A i rc ra f t Corporation

W i l l i s M. Hawkins (ASEB), V i c e

Vice P r e s i d e n t - Science and Engi-

Lockheed Aircraf t Corporation

Cha i rman

neer ing

P a u l W. Cherington James J. Hill P r o f e s s o r of T ranspor -

H a r v a r d Universi ty ' ta t ion

William M. Cr i l ly Senior Vice P res iden t (Planning) E a s t e r n Air Lines, Inc.

Maynard Pennel l Vice P r e s i d e n t - Engineering and

The Boeing Company P roduc t Development

William T . P ipe r , Jr. President P i p e r Ai rcraf t Corporat ion

64 Appendixes

R. Dixon Speas P res iden t R. Dixon Speas Associates , Inc.

Rober t F. S toesse l Transpor ta t ion Advisor Lockheed Cal i fornia Company

ASEB AD HOC COMMITTEE ON AIRCRAFT NOISE

W. Dewey Neff, Chai rman Direc tor , Cen te r f o r Neura l Sciences Universi ty of Indiana

Leo Beranek (ASEB) P res iden t Bolt Be ranek and Newman Inc.

Raymond L. Bisplinghoff (ASEB) P r o f e s s o r and Head, Depar tment of

Aeronaut ics and Ast ronaut ics Massachuse t t s Institute of Technology

Kenneth M. E ld red Direc tor of Resea rch Wyle Labora to r i e s

William Galloway Vice P r e s i d e n t Bol t Be ranek and Newman Inc.

J o h n B . L a r g e Chief, A i rc ra f t Noise Unit The Boeing Company

Rober t Lee Acoust ics Consulting Engineer A i rc ra f t Engine Group Genera l E lec t r i c Company

Ronald G. Schlegel Head of Noise Abatement Sect ion Sikorsky Ai rc ra f t , Division of United

Ai rc ra f t Corpora t ion

Bibliography

Appendix I1

Bibliography

A . Fl ight V e h i c l e s and Airbreathing Propuls ion

1. l tCorre la t ion of Exper imenta l and Analytical Data to Define Civi l Oxygen Pro tec t ion Requi rements Above 40, 000 Feet, W. V. Blockley, D. T . Hannifan, and Paul Webb, repr in ted f r o m Aerospace Medicine, November 1962, Vol. 3 3 , pp. 1291-1297.

2. "An Approach to Fu tu re Resea rch in Oxygen P r o - tect ion fo r P a s s e n g e r s , Webb Associates , 27727 Paci f ic Coas t Highway, Malibu, California, November 7, 1960.

3 . "Implications fo r the Fu tu re f r o m Recent Exper - I i ence with High Altitude Oxygen Protect ion, 'I W. W.

Blockley, t r ansc r ip t of speech presented at the 13th In te r - national Semina r on Aviation Safety, sponsored by the

' Fl ight Safety Foundation, Phoenix, Arizona, November 18, 1960.

4. "Some Views on Civi l Aeronaut ical Research and Development, pape r s developed for the use of the ASEB, Februa ry 1, 1968.

a spec ia l AIAA repor t consis t ing of working

5. ASME 1966 National Transpor ta t ion , papers de- l ivered at the Sesquicentennial on Transpor ta t ion Engineer - ing, August 2 8 - 3 0 , 1967.

(a) I'Multi-Rotor Applications in VTOL A i r c r a f t , I t

M. E. Kirchner and J. V. F r o n t ( c o p i e s available June 1, 1968).

(b) "Requirements Analysis for a Family of All- C a r g o Aircraf t , I t Rober t C. Horburg (copies available June 1, 1968).

(copies available June 1, 1968).

T . F a r r a h (copies available June 1, 1968).

(c) "Large Crane Helicopter, I' R. B. Lightfoot

(d) "The ' Jus t Right' Je t , John J. Casey and J e r e

- 67 -

68 Appendixes

6. "Genera l Aviation, Today and Tomorrow, I ' t r an - s c r ip t of conference-briefing, Utility Airplane Council of Aerospace Industr ies Association, July 1967. I

7. Repor t of ASEB Ad Hoc Commit tee on Fl ight Ve- hicles and Airbreathing Propuls ion, National Academy of Engineering, 1968. I

1

I B . Aircraft Operations

1. "Study of Ai rcraf t in Short-Haul Transpor ta t ion I

Systems, I ' The Boeing Company, August 1967.

2. "Enviable Record o r National Disgrace, Bi l l Gale, I included in Congress iona l Record , January 31, 1968, p. H 670.

3. "A Rating Scale fo r C u r r e n t A i rc ra f t Operat ing P rob lems , G. R. Mellinger, North Amer ican Aviation, Inc .

4. "A Note on Some Measuremen t s Made i n Vor tex Wakes Behind a DC-8, I ' G. K. Mather , F l igh t R e s e a r c h Laboratory, National Aeronaut ical Es tab l i shment , A 67- 42276. Technical Information Service, Amer ican Inst i - tute of Aeronaut ics and Astronaut ics .

5. "Report of Conference on Ai rc ra f t Operat ing P r o b - lems , 'I Langley R e s e a r c h Center , May 10-12, 1965, NASA SP-83.

6. Repor t of ASEB Ad Hoc Commit tee on Ai rc ra f t Operations, National Academy of Engineer ing, 1968.

7. "Some Views on Civi l Aeronaut ical R e s e a r c h and Development, pape r s developed for the use of the ASEB, F e b r u a r y 1,

a spec ia l AIAA r e p o r t consis t ing of working 1968

Bibliography 69

c. Air Traffic Control

1. "Aeronautics R e s e a r c h and Development, Dr . Rober t C . Duncan, NASA Elec t ronics R e s e a r c h Center, Cambridge, M a s s . , September 20, 1967.

2. "Air Traff ic , Out of Control, Par t I, a staff repor t . "Air Traff ic , the Clear ing Skies, P a r t 11, a staff

repor t . Flying, January 1968.

3. P r o j e c t Horizon, a r epor t by the F e d e r a l Aviation Agency, September 196 1 .

4. P r o j e c t Beacon, a r e p o r t of the T a s k F o r c e on Ai r Traf f ic Control, by the F e d e r a l Aviation Agency, October 1961.

5. Design fo r the National Ai rspace Utilization Sys- tem, a r epor t by the F e d e r a l Aviation Agency, June 1962. -

6. "Report of the Pane l on Transpor ta t ion Research and Development of the Commerce Technica l Advisory Board, U. S. Department of Commerce , May 1965, P B 167 186.

7. Repor t of ASEB Ad Hoc Commit tee on Ai r Traff ic Control, National Academy of Engineering, 1968.

8. "Some Views on Civil Aeronaut ical Resea rch and Development, p a p e r s developed for the use of the ASEB, Februa ry 1 , 1968.

a spec ia l AIAA repor t consisting of working

9. "Long Range Planning for the Ai r Traff ic System, Radio Technical Commiss ion for Aeronautics, March 17, 1967, DO-135.

D. Airport and Support Faci l i t ies

1 . "V/STOL P o r t s and Short-Haul Air Transportat ion, George P. Bates , J r . , FAA, and Joan B. Barr iage , FAA, Technical Information Service, A 67-39381.

70 Appendixes

2. "The Transpor t a t ion Bog - A Challenge f o r New Yorkers , ' I Harold E. Gray, P res iden t , P a n American World Airways, Congressional Record, November 2, 1967, p. H 14508.

3. "The Ai rpor t and I t s Neighbors, the r e p o r t of the P r e s i d e n t ' s A i rpo r t Commission, May 16, 1952.

4. Repor t of ASEB Ad Hoc Commit tee on Airport and Support Fac i l i t i e s , National Academy of Engineering, 1968. I

5. "Some Views on Civil Aeronautical R e s e a r c h and Development, a spec ia l AIAA r e p o r t consisting of working I , p a p e r s developed fo r the use of the ASEB, F e b r u a r y 1, 1968.

E . Economics of Civil Aviat ion

1. "The SST-Economic Tightrope fo r the Air l ines , I. S. MacDonald, A i r Canada, Montreal, AIAA/ RAe s/CASI 10th Anglo-American Aeronaut ical Conference, AIAA paper No. 67-749.

2 . "Air Transportat ion 1975 and Beyond, A Sys tems Approach, r e p o r t of the Transpor t a t ion Workshop, B e r n a r d I A. Schriever and W i l l i a m W. Seifer t , co -cha i rmen , 1967. I

3. American Aviation, 18th Annual A i r T ranspor t a t ion P r o g r e s s Issue, May 1967, pp. 75-120.

4. Repor t of ASEB Ad Hoc Commit tee on Economics of Civil Aviation, National Academy of Engineering, 1968.

5. "Some Views on Civil Aeronaut ical R e s e a r c h and Development, I f a spec ia l AIAA r e p o r t consis t ing of working p a p e r s developed fo r the u s e of the ASEB, F e b r u a r y 1, 1968.

Bibliography 71

F. Noise

1. "A Discussion of C u r r e n t and Potent ia l Noise P r o b - lem A r e a s Influencing the Development of Civi l Aviation, I t

dra f t r e p o r t 1618, Bolt Be ranek and Newman Inc., F e b r u - a r y 1968.

2 . "Report on Generat ion and Propagat ion of Sonic Boom, (I NAS-NRC Commit tee on SST-Sonic Boom, October 1967.

3. "Report on Phys ica l Effects of the Sonic Boom, NAS-NRC Commit tee on SST-Sonic Boom, Februa ry 1968.

4. "Report on Human Response to the Sonic Boom, I t

NAS-NRC Commit tee on SST-Sonic Boom, June 1968.

5. Repor t of ASEB Ad Hoc Commit tee on Noise, Na- tional Academy of Engineering, 1968.

6. "Aircraf t Noise, Leo L. Beranek, Proceedings of Conference on Effects of Noise on Man - A Health Haz- a rd , Publ ic Health Service, Washington, D. C., June 14, 1968.

7. Sources r e f e r r e d to i n correspondence from Ken Foreman , ASME:

(a) "The Constraining O r d e r of Ai rpor t Noise, E. J. Richards , ISAV r e p o r t No. 148, July 1966, NASA doc. N67-18369.

(b) "The Effects of Acoustic Feedback on the Spread and Decay of Supersonic Jets, January 23, 1968, AIAA paper 68-80.

8. "Alleviation of Jet Ai rc ra f t Noise Near Airports , r e p o r t of the J e t Ai rcraf t Noise Panel , Office of Science and Technology, March 1966.

9. "Alleviation of A i rc ra f t Noise, N. W. Golovin, As t ronaut ics and Aeronautics, January 1967, Vol. 5, pp. 71-75.

72 Appendixes

10. "The Speech In te r fe rence Effec ts of Ai rcraf t Noise, ' I C. E . Will iams, e t a l . , September 1967, FAA Ds-67 - 19.

11. "The Noisiness of Tones P l u s Noise, I t K. S. P e a r s o n s , R , D, Horonjeff, and D. E. Bishop, September 1967, NASA CR-1117.

12. "Concepts of Pe rce ived Noisiness , The i r Imple- mentation and Application, I ' K. D. Kryter , Journa l of the Acoustical Society of Amer ica , 1968, Vol. 43, pp. 344- 361.

13. "Land Use Planning Relating to Aircraf t Noise, ' I

Bolt Beranek and Newman Inc. , October 1964. Also pub- l ished by DOD as "Land Use Planning with Respec t to Ai r - c r a f t Noise, I t AFM 86-5, T M 5-365, NAVDOCKS P-98 . Also Appendix A, May 1965.

14. "Techniques fo r Developing Noise Exposure F o r e - cas t s , " SAE R e s e a r c h P r o j e c t Commit tee R25, August 1967, FAA DS-67-14.

15. "A Study - Insulating Houses f r o m Ai rc ra f t Noise, ' I

Bol t Beranek and Newman, Inc. , May 1967, HUD TS19.

16. "The Economics of A i rc ra f t Noise Suppression, I '

F. B. Grea t rex , September 1966, ICAS pape r 66-5.

17. "Standard Values of Atmospher ic Absorpt ion as a Funct ion of Tempera tu re and Humidity for Use i n Evaluating Aircraf t F lyover Noise, ' I 1964, SAE ARP 866.

18. "Noise Measuremen t Evaluat ions of Var ious Take - off-Climbout P ro f i l e s of a F o u r Engine Turbo je t T r a n s p o r t Airplane, I ' W. L. Copeland, e t a l . , 1966, NASA T N D-3715.

19. "Suppression of J e t Noise with Emphas i s on the Nea r Field, I t K. M. Eldred, e t a l . , Wr igh t -Pa t t e r son AFB, 1963, r epor t ASD-TDR-62-578.

20. "Poss ib i l i t i es and Devices f o r the Suppress ion of J e t Noise, ' I E . Grande and J. B. La rge , F e b r u a r y 1968, Boeing doc. 6-20609. P a p e r p re sen ted a t c o u r s e on "Noise

I Bibliography 73

1 Generation and Suppression in Aircraf t , University of T e n - n e s s e Space Institute, J anua ry 1968.

21. "An Exper imen t t o Locate the Acoustic Sources in a High Speed J e t Exhaust S t r e a m (Pre l imina ry Results) , I t R. C. Po t t e r and J. H. Jones, Journal of the Acoustical Society of Amer ica , 1967, Vol. 42, p. 1214.

~~

1 22. "The Development of Engineering P rac t i ces in J e t 1 and C o m p r e s s o r Noise, A. 0. Andersson, E. Grande and

J. B. Large, AIAA F o u r t h Propuls ion Joint Specialist Con- ference, Cleveland, Ohio, June 1968.

2 3. "Optimization of Duct Linings for Sound Attenua- tion, I t F. F i s c h e r and A. 0. Andersson, J anua ry 1968, Boeing doc. D6-29356 TN.

24. ! 'Effects of Inc reased Inlet-Guide-Vane -Rotor Spacing on C o m p r e s s o r Noise Reduction, ' I W. L. Copeland and J . L. C r i g l e r , Jou rna l of the Acoustical Society of Amer ica , 1966, Vol. 40, p. 1249 (A).

25. "The Development of Engineering P rac t i ces in J e t , C o m p r e s s o r , and Boundary Layer Noise, ' I J. B. La rge , Symposium of Aerodynamic Noise, Toronto, Can- ada, May 1968.

26. "Reduction of C o m p r e s s o r Noise Radiation, M. V. Lowson, Journal of the Acoustical Society of America, J anua ry 1968, Vol. 43, No. 1.

2 7 . "Study of A i rc ra f t in Short Haul Transportation Systems, The Boeing Company, J anua ry 1968, NASA CR-986.

28. "Summary and Analysis of Related Feasibil i ty- Study Designs of V/STOL T r a n s p o r t Aircraf t , W. J. Deckert and D. H. Hickey, October 1967, AIAA paper 67 - 9 38.

29. "Noisiness Judgments on Helicopter Flyovers, It K. S. P e a r s o n s , J anua ry 1967, FAA DS-67-1.

74 Appendixes

30. "NASA-Lockheed Short-Haul T ranspor t Study, " R. S c h e r r e r , e., Conference on V/STOL and STOL Aircraf t , National Aeronaut ics and Space Administration, Apri l 1966, NASA SP-116.

31. "Helicopter Rotor Noise Generat ion and Propaga- tion, 'I R. Schlegel, R. King, and H. Mull, October 1966, USAAVLAES Technical Repor t 66-4.

32. Regional Service, C. C. Wood, October 1967, AIAA paper 67 - 940.

"Vert ical Takeoff A i rc ra f t for Metropolitan and

33. "Some Views on Civi l Aeronaut ical Resea rch and Development, I t a spec ia l AIAA r e p o r t consis t ing of working pape r s developed for the u s e of the ASEB, F e b r u a r y 1, 1968.

G . General

1. "Some Views on Civi l Aeronaut ical R e s e a r c h and Development, pape r s developed for the u s e of the ASEB, F e b r u a r y 1, 1968.

a spec ia l AIAA r e p o r t consis t ing of working

2 . "The Jumbo Je t and Publ ic Safety, J e r o m e Led- e r e r , Journa l of the Royal Aeronaut ical Society, Apr i l 1968.

3. I1Global Air T r a n s p o r t Accident S ta t i s t ics , I ' A. M. Les t e r , ICAO Bulletin, J anua ry 1967.

4. "Unresolved Civi l Aeronaut ics P r o b l e m s , W a l t e r Tye, Jou rna l of the Aerospace Sciences.

5. FAA Ai r Traff ic Activity, Ca lenda r Year 1967, published by the Department of Transpor ta t ion , F e d e r a l Aviation Administration, F e b r u a r y 1968.

6. "How the Airplane Des igner Can Help the Peop le in the Cockpit, George S. Scha i r e r , p re sen ted to the SO- c i e t y of Automotive Engineers , New York, Apr i l 26, 1967.

Bibliography 75

7. "Fl ight Safety in the New Jet Era, Norbert E. Rowe, As t ronaut ics and Aeronautics, September 1966.

8. "Annual Review of U. S. Genera l Aviation Acci- dents, I ' National Transpor ta t ion Safety Board, Department of Transportat ion, November 1967.

9. "How Safe is Ai r T r a v e l ? " F r a n k Lea ry , Space / Aeronaut ics , May 1968.

10. "Survival in the Air Age, ' I a r e p o r t by the Presi- dent ' s Air Po l i cy Commiss ion , January 1, 1948.

11. "Long Range Planning for the Air Traff ic System, Radio Technical Commiss ion fo r Aeronaut ics , March 17, 1967, DO 135.

12. "The United States Supersonic Transpor t - A ' P r o g r e s s Report , John M. Swihart, The Boeing Company, AIAA paper No. 67-750.

f 13. "Kelly Johnson on the Fu tu re , Technical Infor-

mat ion Service, AIAA.

14. RTCA Annual Report , 1967.

15. RTCA - Air Tra f f i c Sys tem - C u r r e n t Air Traf f ic Control P r o b l e m s and Recommended Improvement P r o g r a m , June 1963, 54-63/DO 120.

16. "Pol icy Planning f o r Aeronaut ical Research and Development, a staff r e p o r t by the Legislative Reference Service, L i b r a r y of Congress , for the Senate Commit tee on Aeronaut ical and Space Sciences, May 19, 1966, Doc. No. 90.

17. "Aeronaut ical Resea rch and Development Policy, hea r ings before the Senate Commit tee on Aeronautical and Space Sciences, J anua ry 25-26, F e b r u a r y 27, 1967.

18. "Science, Technology, and Public Pol icy During the 89th Congress , 1 ) a r e p o r t of the Subcommittee on Science, Resea rch , and Development of the Xouse Committee on Science and Astronaut ics , 90th Congress , Se r i a l G.

76 Appendixes

19. "Technology Assessmen t , 1 1 a statement by Emilio Q. Daddario, Chai rman of Subcommittee on Science, R e - s e a r c h and Development of the House Commit tee on Science and Astronautics, 90th Congress , S e r i a l I.

20. Stat is t ical Handbook of Aviation, FAA, 1966.

21. Gene ra l Aviation, A Study and F o r e c a s t of the F lee t and Its Use in 1975, FAA, July 1966.

22. Aviation F o r e c a s t s , F i s c a l Years 1967- 1977, FAA, Janua ry 1967.

23. Aviation Demand and Ai rpor t Fac i l i t y Requirement F o r e c a s t s fo r La rge Air Transportat ion Hubs Through 1980, FAA, August 1967.

24. "Transportat ion F a c t s and T r e n d s , " T r a n s p o r t a - 1 tion Association of America, Fif th Edition, Apri l 1968.

25. A i r T r a n s p o r t F a c t s and F i g u r e s , 1967, A i r T r a n s p o r t Association. r

26. "Maintenance of a n Adequate Ai rpo r t System, " hearings before the Aviation Subcommittee, Senate Commit - tee on Commerce , 90th Congres s , August 28-31, 1967.

27. The National A i rpo r t System, In t e r im Repor t , Aviation Subcommittee, Senate Commit tee on C o m m e r c e , J anua ry 23, 1967.

28. "Aeronautical Research and Development Policy," report of the Committee on Aeronautical and Space Sciences, United States Senate, January 31, 1968.

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