aeronautics technology transformation of the vehicle systems program dr. rich wlezien division...
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Aeronautics Technologye n t e r p r i s er e s e a r c h
Transformation of the Vehicle Systems Program
Dr. Rich WlezienDivision Director (acting)
Vehicle Systems
Aeronautics Research Advisory CouncilMay 3, 2005
Aeronautics Technologye n t e r p r i s er e s e a r c h
Independent review outcome
Revised structure
Vehicle Systems plan
Overview
Aeronautics Technologye n t e r p r i s er e s e a r c h
Vehicle Systems ProgramNon-Advocate Review (NAR)
NAR conducted Oct. 26-29, 2004• Chairs
– Ken Szalai– Jeff Jones, NASA IPAO
• Team
– Lee Beach– Pete Petersen– Gene Covert– Vince Russo– Chuck Heber– Gus Guastaferro– John McCarty– Stephen Boyd, FAA– Bob Fairbairn, NASA IPAO– Anita Thomas, NASA IPAO– Tim Flores, NASA IPAO– Ron Sepesi, NASA Glenn (cost and acquisition)
Aeronautics Technologye n t e r p r i s er e s e a r c h
Review Team Assessment
A. Compatibility with NASA policy Pass and baselined documentation
B. Clarity of goals and objectivesPass
C. Thoroughness/realism of technical Pass plans, schedules, and cost estimates (incl. reserves and descoping options)
D. Adequacy of management plans, Pass including organizational structure and key personnel credentials
E. Technical complexity, risk Pass assessment, and risk mitigation plans
Aeronautics Technologye n t e r p r i s er e s e a r c h
Cost Process Assessment
General Category
Assessment Improvement
Clarity Pass ----
Methods Pass Integrate Costing Tools Across WBS Levels
Completeness Pass Specify Labor, Procurement, Facilities at Task Level
Assumptions Pass (See Uncertainty)
Traceability Pass (Will result from improvements in completeness and methods)
Uncertainty Analysis
Pass Conduct Quantitative Uncertainty Analysis for Key Assumptions (e.g. rates, acquisition costs)
Overall Pass Incorporate Improvements in Next Planning Cycle
Aeronautics Technologye n t e r p r i s er e s e a r c h
NAR Conclusions
• There are no issues that would prevent the Vehicle System Program from moving into the implementation phase.
- There are moderate risks to the Program which can be mitigated through specific Program actions.
- There are some VSP Issues that affect Aeronautics Research Mission Directorate (ARMD) and NASA that deserve attention at those levels.
- The Program is highly commended for its disciplined planning methodology, which has produced a well-structured program, and has advanced the “One NASA” Agency goal.
• VSP NAR Team used Independent Cost Assessment (ICA, reference NPR 7120.5c), as the cost estimation process.
– The ICA is an independent analysis of the program/project resources, budget and schedule, and relationship of program/project elements
– It includes the analyses of portfolio management, logical distribution of resources, verification of future estimating methodology, and resource planning
Aeronautics Technologye n t e r p r i s er e s e a r c h
Programs
Airspace SystemsAviation Safety & Security
Increase planetary aircraft
research
Assess possibilities for
supersonics
Enhance uninhabited
aerial vehicles
(UAV) research
Emphasize public good
research
Ensure NASA contribution to Joint Planning & Development Office (JPDO)
Vehicle Systems
Programmatic Priorities
Aeronautics Research Priorities and Programs
Determine if there is a
requirement to continue
hypersonics research
Aeronautics Technologye n t e r p r i s er e s e a r c h
FY2006 President’s Budget Request
FY 2005FY 2006FY 2007FY 2008FY 2009FY 2010
FY 2005 President's Budget 919.2 956.7 937.8 925.8 941.9
Aviation Safety & Security 188.0 175.1 178.0 173.7 179.2
Airspace Systems 154.4 175.2 183.7 176.7 179.8
Vehicle Systems 576.8 606.4 576.2 575.3 582.9
Proposed FY 2006 President's Budget 906.2 852.3 727.6 730.7 727.5 717.6
Aviation Safety & Security 185.4 192.9 173.5 170.5 176.2 176.3
Airspace Systems 152.2 200.3 180.5 174.6 177.9 175.7
Vehicle Systems 568.6 459.1 373.6 385.5 373.5 365.6
$M
$M
The FY2005 budgets reflect the NASA Initial Operating Plan, December 2004
*
*
***
Aeronautics Technologye n t e r p r i s er e s e a r c h
Reorientation to Demonstration Projects
ZERO EMISSIONS AIRCRAFT — Demonstrate an aircraft powered by hydrogen fuels cells.
SUBSONIC NOISE REDUCTION — Demonstrate a 50% noise reduction compared to 1997 state of the art.
SONIC BOOM REDUCTION — Demonstrate technology to enable an acceptable sonic boom level.
HIGH ALTITUDE LONG ENDURANCE REMOTELY OPERATED AIRCRAFT — Demonstrate a 14-day duration high-altitude, remotely operated aircraft.
Aeronautics Technologye n t e r p r i s er e s e a r c h
Program Structure
•Environment•Noise Reduction Demonstrations
•Subsonic Noise Reduction
•Sonic Boom Mitigation
•Zero Emissions Aircraft Demonstration
•Science and Exploration•HALE Demonstrations
Aeronautics Technologye n t e r p r i s er e s e a r c h
Environmentally Friendly Aircraft
Smog-free
No impact on global climate
Noise within airport boundariesConstrain objectionable noise to within airport boundaries
Minimize the contribution of air vehicles to the production of smog
Minimize the impact of air vehicles on global climate
Aeronautics Technologye n t e r p r i s er e s e a r c h
Air Vehicles for New Missions
Space exploration Earth scienceDevelop innovative air vehicles for science missions in the atmosphere of other planets
Use innovative air vehicles to conduct autonomous earth science missions
Aeronautics Technologye n t e r p r i s er e s e a r c h
Environment
Aeronautics Technologye n t e r p r i s er e s e a r c h
Subsonic Noise Reduction Demonstration
Keep noise within airport boundaries
Aeronautics Technologye n t e r p r i s er e s e a r c h
Noise ReductionSubsonic Noise Reduction Overview
DemonstrationsFlight demonstration of 10dB noise reduction
Key ElementsEngine noise reduction
Airframe noise reduction
Flight trajectories for noise reduction
NASA and other agencies should sustain the most attractive noise reduction research to a technology readiness level high enough (i.e., technology readiness level 6, as defined by NASA) to reduce the technical risk and make it worthwhile for industry to complete development and deploy new technologies in commercial products, even if this occurs at the expense of stopping other research at lower technology readiness levels.
For Greener Skies, NRC ASEB
Aeronautics Technologye n t e r p r i s er e s e a r c h
Fan Noise Reduction(Forward swept fan, porous
stators, variable area fan nozzle)
Jet Noise Reduction(Advanced chevrons,
vortex breakdown control, offset fan flow)
BaselineContinuous mold line flap
and slat cove filler
High Noise
Regions
Airframe Noise Reduction(Slats, flaps, gears)
Low Noise Flight Procedures(Continuous descent approach, low
noise guidance)
Noise Reduction Approaches
Aeronautics Technologye n t e r p r i s er e s e a r c h
Define an acceptable sonic boom level
Sonic Boom Reduction Demonstration
Aeronautics Technologye n t e r p r i s er e s e a r c h
Noise ReductionSonic Boom Reduction Overview
DemonstrationsFlight demonstration of integrated subscale “low boom” aircraft
Key ElementsSonic boom reduction technology
Sonic boom metrics
Flight testing
NASA should focus new initiatives in supersonic technology development … airframe configurations to reduce sonic boom intensity, especially with regard to the formation of shaped waves and the human response to shaped waves (to allow developing an acceptable regulatory standardCommercial Supersonic Technology, NRC ASEB
Validated Techs Feed Capability Evolution
Increased Capacity
Increased Capacity
Increased Efficiency
Increased Efficiency
Technology Feedback and Maturation
Sonic Boom
HighLift/Drag
Propulsion Integration
Materials & Structures
Mission Enabling
ValidatedTechnologies
Cost-Effective/Mission EffectiveHigh Speed Air Transportation
Cost-Effective/Mission EffectiveHigh Speed Air Transportation
Sonic Boom Mitigation Addresses the First Step Sonic Boom Mitigation Addresses the First Step
Mission-Driven Development Toward Increasing Size and Efficiency
Initial Applications
Initial Applications
Near-Term Program Schedule
FY 2009
CY 2009
FY 2010
CY 2010
FY 2005
CY 2005
FY 2006
CY 2006
FY 2007
CY 2007
FY 2008
CY 2008
Small Low Boom Demonstrator Phase
Regulatory Change Process
ROM Funding Estimates ($M)
CDR FFRR
Flight Test
Design
PDRSRR
Fabrication
Flight Test Planning
Env
. Expan
.
Range DataCollection
IDR
Tooling/
Procurement
20 20 22 15 10 102016753
Additional
Testing(as req ’d)
Public
AcceptanceTesting
2
RFP
DesignProduce
ConceptualDesign +
Cost/ SchedEstimates
ICAO CAEP 7 ICAO CAEP 8
Ongoing NASA Activities
ContractAward
Proposals
Due
CAEP Working Group Meetings
NASA / FAA / Partner COE Boom Acceptability Studies
ConceptStudies
Comp.Phase
5
Milestones:Milestones:Initial Boom Acceptability Criteria
First Flight
Validate Low Boom Design
Deliver Public Acceptance Data
Validate Acceptability Criteria
Regulatory Acceptance
1
2
3
4
5
6
Milestones:Milestones:Initial Boom Acceptability Criteria
First Flight
Validate Low Boom Design
Deliver Public Acceptance Data
Validate Acceptability Criteria
Regulatory Acceptance
1
2
3
4
5
6
Low Boom Technology Development
Design Tool Development and Validation Testing
2
1
43
5
6DATA DATA DATA DATA
Recommended Data Review Period *
DATA
* Data Review Period Supports Four CAEP Working Group Meetings Prior
to ICAO CAEP 8 Meeting
* Data Review Period Supports Four CAEP Working Group Meetings Prior
to ICAO CAEP 8 Meeting
Multiple Industry Initiatives
FY 2009
CY 2009
FY 2010
CY 2010
FY 2005
CY 2005
FY 2006
CY 2006
FY 2007
CY 2007
FY 2008
CY 2008
Small Low Boom Demonstrator Phase
Regulatory Change Process
ROM Funding Estimates ($M)
CDR FFRR
Flight Test
Design
PDRSRR
Fabrication
Flight Test Planning
Env
. Expan
.
Range DataCollection
IDR
Tooling/
Procurement
20 20 22 15 10 102016753
Additional
Testing(as req ’d)
Public
AcceptanceTesting
2
RFP
DesignProduce
ConceptualDesign +
Cost/ SchedEstimates
ICAO CAEP 7 ICAO CAEP 8
Ongoing NASA Activities
ContractAward
Proposals
Due
CAEP Working Group Meetings
NASA / FAA / Partner COE Boom Acceptability Studies
ConceptStudies
Comp.Phase
5
Milestones:Milestones:Initial Boom Acceptability Criteria
First Flight
Validate Low Boom Design
Deliver Public Acceptance Data
Validate Acceptability Criteria
Regulatory Acceptance
1
2
3
4
5
6
Milestones:Milestones:Initial Boom Acceptability Criteria
First Flight
Validate Low Boom Design
Deliver Public Acceptance Data
Validate Acceptability Criteria
Regulatory Acceptance
1
2
3
4
5
6
Low Boom Technology Development
Design Tool Development and Validation Testing
2
1
43
5
6DATA DATA DATA DATA
Recommended Data Review Period *
DATA
* Data Review Period Supports Four CAEP Working Group Meetings Prior
to ICAO CAEP 8 Meeting
* Data Review Period Supports Four CAEP Working Group Meetings Prior
to ICAO CAEP 8 Meeting
Multiple Industry Initiatives
Aeronautics Technologye n t e r p r i s er e s e a r c h
Zero Emissions Demonstration
A Leap Forward in Emissions Reduction
Aeronautics Technologye n t e r p r i s er e s e a r c h
Zero Emissions Overview
DemonstrationsFlight demonstration of all-electric aircraft using hydrogen fuels cells
Key ElementsAll electric propulsion system
Lightweight structures and hydrogen storage
Flight testing Finding: Fuel Cells. The use of fuel cell technology to create an all-electric, zero-emission aviation propulsion system is a paradigm-shifting approach consistent with NASA’s mission. The committee … urges NASA to pursue future work in this area, which leads to the long-range goal of a zero-emissions propulsion system.
Review of NASA’s Aerospace Technology Enterprise, NRC ASEB
Aeronautics Technologye n t e r p r i s er e s e a r c h
Hydrogen fueled Zero CO2
Fuel Cell Energy Conversion Zero NOx
Lowest noise Electric drive
High energy efficiency
Maximum payoff to Goals
Other technologies might achieve a 10-20% reduction
in pollutants –
this approach gets a 100% reduction.
The zero emissions system delivers maximum benefit towards public good
goals; nothing else comes close
Zero Emissions Attributes
Aeronautics Technologye n t e r p r i s er e s e a r c h
HALE Demonstrations
High Altitude Long Endurance(HALE)
Aeronautics Technologye n t e r p r i s er e s e a r c h
HALE Overview
DemonstrationsFlight demonstration of 14-day duration HALE “hurricane tracker”
Risk reduction to enable Mars flight
Key ElementsAutonomous flight
Regenerative fuel cells
Ultralightweight structures
Flight testing
The committee fully expects that the Helios (HALE) vehicle will yield significant results for the earth sciences portion of NASA, its primary customer. The committee further applauds NASA for innovative thinking in identifying other possible uses and other possible markets for the aircraft, such as serving as a low-cost, high-altitude (relatively) stationary telecommunications.
Review of NASA’s Aerospace Technology Enterprise, NRC ASEB
Aeronautics Technologye n t e r p r i s er e s e a r c h
• Sub-Orbital Long Endurance Observer- SOA: Stratospheric flight demonstrated by the Helios (ERAST) flight research
program capable of up to 1 day endurance.- Goal: Flexible, light weight hydrogen powered aircraft to demonstrate multi-day
endurance of 14 days with 200kg payload.
• Global Observer- SOA: Same as above. - Goal: Flexible, light weight airframe with a regenerative fuel cell power system
and light weight high efficiency solar array capable of multi-week to multi-month endurance with a 150kg payload.
• Global Ranger- SOA: 50 to 60K ft (Global Hawk & Predator B)- Goal: Global reach with a 48 hour endurance at 75K ft with a 1000kg payload
• Heavy Lifter- SOA: NASA DC-8 Airborne Science platform approximately 35k ft.- Goal: 60k+ ft carrying a 10,000kg payload with multi-week to multi-month
endurance capability using advanced regenerative fuel cell power system and a solar array.
HALE Aircraft Sequence
ARES
Planetary Flyers
Aeronautics Technologye n t e r p r i s er e s e a r c h
Planning Update
Aeronautics Technologye n t e r p r i s er e s e a r c h
Planning Status
• Overall Vehicle Systems plan remains intact• GOTChA process and roadmaps represent a
much larger program than is currently funded• Technology demonstrations consistent with
existing roadmap set• We are now executing a different mix of
technologies to a higher TRL than previously planned
Subsonic Propulsion System GOTChA Pre-FY2005 GOALS
OBJECTIVES
Improve Propulsion System Thrust/Weight
Goal: +15% SOA: 5.0 (GE90)
Highly reliable, lightweight
mechanical systems
Improved Materials, w/ higher temp. capability&
strength per/wt.
Reduce Bare Engine
Wt.
Goal: -15%SOA: GE90
Current High
Temp/ High
Strength Materials are Too Heavy
Reduce Pod/Enginesub-
system Wt.
Goal: -15%SOA: GE90
Reduce LTO NOx Emissions by 70%
SOA = 75kg NOx/LTO cycle (777/GE90)
Wt, Life, Oper-ability, Safety
Difficult to Maintain in Low NOx Combus-
tor
Higher Cycle
Temp. & Pressures Increase
NOx Production
Improving Combus-
tion process to
reduce NOx w/o impacting CO, UHC, & Smoke
Validated combustion codes for design &
control of low emission
combustors
Reduce Engine NOx emissions over the
LTO cycleGoal: -55%
SOA: 777/GE90
Current Integration
Approaches Limit Engine
Design Options
Advanced Materials for
reduced combustion liner cooling
Reduce Particulates and Aerosol by 10%
Goal: -10%SOA: 777/GE90
Measurement tools and validated global and local models to
improve cycle designs
TECHNICAL CHALLENGES
Fuel cells for secondary
power
Water injection at take off for NOx and Particulate
Reduction
Engine com-
ponent degrada-
tion generates particu-
lates
Electric drive
propulsion systems
SOA fuel cells too heavy and
power limited
Eliminate NOx Emissions from
Secondary PowerGoal: -100%
SOA: 777/GE90
Combus-tion based systems produce
NOx
Improve combustion process to
reduce particulates
Reduce TSFC
Goal: -10%SOA: 0.57 (777 w/GE90)
Turbine Cooling Tech.
Limit OPR & T4
Increase for Higher Thermal
Efficiency
Fan/LPT speed
mismatch & nacelle
drag limits bypass
ratio
Advanced engine
components (e.g.,
intelligent, adaptive, flow
control)
Customer Bleeds
and HPX Reduce System
Efficiency
Highly efficient
sec. power
systems
Maintain Compon-
ent Perf. at Small
Size/High Stage
Loadings
Increase Thermal
Efficiency
Goal: 60%SOA: 55%
(GE90)
Reduce installation penalties
Goal:-100%SOA: 777 w/GE90
Increase Propulsive Efficiency
Goal: 68%SOA: 65%
(GE90)
Limited theoretical Efficiency
with Current Turbine-based
Engines
Advanced turbine hybrid
propulsion systems
Highly integrated
inlets produce
high distortion
Flow management and control techniques
Advanced materials and cooling technologies for
reduced cooling
Measurement tools and validated
Physics Based codes for highly
loaded turbomachinery
Innovative Adaptive Engine
Structure Technology Intelligent
combustion controlAdvanced
Combustor techniques to reduce NOx
APPROACHES
4
12 13 14
19 20 21 22 23 24
28
29
30
31
32
33
5
1516
25 26
34
35
36
6
17 18 19
27 28 29 30 31 32
37
38
39
40
41
42
43
44
45
Subsonic Propulsion System GOTChA Post-FY2005 GOALS
OBJECTIVES
Improve Propulsion System Thrust/Weight
Goal: +15% SOA: 5.0 (GE90)
Highly reliable, lightweight
mechanical systems
Improved Materials, w/ higher temp. capability&
strength per/wt.
Reduce Bare Engine
Wt.
Goal: -15%SOA: GE90
Current High
Temp/ High
Strength Materials are Too Heavy
Reduce Pod/Enginesub-
system Wt.
Goal: -15%SOA: GE90
Reduce LTO NOx Emissions by 70%
SOA = 75kg NOx/LTO cycle (777/GE90)
Wt, Life, Oper-ability, Safety
Difficult to Maintain in Low NOx Combus-
tor
Higher Cycle
Temp. & Pressures Increase
NOx Production
Improving Combus-
tion process to
reduce NOx w/o impacting CO, UHC, & Smoke
Validated combustion codes for design &
control of low emission
combustors
Reduce Engine NOx emissions over the
LTO cycleGoal: -55%
SOA: 777/GE90
Current Integration
Approaches Limit Engine
Design Options
Advanced Materials for
reduced combustion liner cooling
Reduce Particulates and Aerosol by 10%
Goal: -10%SOA: 777/GE90
Measurement tools and validated global and local models to
improve cycle designs
TECHNICAL CHALLENGES
Fuel cells for secondary
power
Water injection at take off for NOx and Particulate
Reduction
Engine com-
ponent degrada-
tion generates particu-
lates
Electric drive
propulsion systems
SOA fuel cells too heavy and
power limited
Eliminate NOx Emissions from
Secondary PowerGoal: -100%
SOA: 777/GE90
Combus-tion based systems produce
NOx
Improve combustion process to
reduce particulates
Reduce TSFC
Goal: -10%SOA: 0.57 (777 w/GE90)
Turbine Cooling Tech.
Limit OPR & T4
Increase for Higher Thermal
Efficiency
Fan/LPT speed
mismatch & nacelle
drag limits bypass
ratio
Advanced engine
components (e.g.,
intelligent, adaptive, flow
control)
Customer Bleeds
and HPX Reduce System
Efficiency
Highly efficient
sec. power
systems
Maintain Compon-
ent Perf. at Small
Size/High Stage
Loadings
Increase Thermal
Efficiency
Goal: 60%SOA: 55%
(GE90)
Reduce installation penalties
Goal:-100%SOA: 777 w/GE90
Increase Propulsive Efficiency
Goal: 68%SOA: 65%
(GE90)
Limited theoretical Efficiency
with Current Turbine-based
Engines
Advanced turbine hybrid
propulsion systems
Highly integrated
inlets produce
high distortion
Flow management and control techniques
Advanced materials and cooling technologies for
reduced cooling
Measurement tools and validated
Physics Based codes for highly
loaded turbomachinery
Innovative Adaptive Engine
Structure Technology Intelligent
combustion controlAdvanced
Combustor techniques to reduce NOx
APPROACHES
4
12 13 14
19 20 21 22 23 24
28
29
30
31
32
33
5
1516
25 26
34
35
36
6
17 18 19
27 28 29 30 31 32
37
38
39
40
41
42
43
44
45
Reduce Community Noise by 20 EPNdB
SOA = Stage 3 – 8 EPNdB (777/GE90)
Reduce noise from airframe sourcesby 8 dB
SOA: 777/GE90
Noise from complex airframes is neither well identified nor understood
Reduce identified noise sources through methods derived from physics-based understanding
Noise reduction technology conflicts with other require-ments
Demonstrate operational procedures that reduce approach noise by 2 dB
SOA: 777/GE90
Reduce noise through advanced Propulsion / Airframe configurations by 20 dB
SOA: 777/GE90
SOA operational procedures do not fully minimize community noise
Sufficient lift to enable steeper descent and climb out trajectories by increasing CL via quiet, innovative, high-lift system
Real-time calculation of noise-minimal trajectories and pilot/controller tools to fly noise minimal trajectories
Current propulsion/airframe configurations will not provide needed noise reduction
Advanced concepts with integrated low-noise airframe features (e.g., shielding), and low noise propulsion & power concepts (e.g., distributed propulsion, fuel cells)
Identify, account for and reduce noise via propulsion/airframe interactions
Cannot account for all contributing aircraft sources, interactions and installation effects to predict total system noise accurately
Develop and validate tools to enable aircraft level system assessments for conventional and unconventional configurations
Integration of noise reduction technologies to demonstrate overall system noise reduction
3
07 08 09 10
10 11 12 13 14
18
19 2021
22
23
Reduce noise from propulsion sources by 8 dB
SOA: GE90
Application ofadvanced low-spool technologies for core noise reduction
Jet noise reduction conflicts with performance requirements
Current fan designs require reduction of both tone and broadband noise while maintaining performance
Separation of core noise from other engine noise sources is needed to identify source mechanisms
Unconventional propulsion systems which retain the noise benefits of low specific thrust engines
Weight & drag increases offset reductions in noise and TSFC from low specific thrust engines
Reduce jet noise sources through methods derived from physics-based understanding
Advanced low noise fan designs, liner concepts and active control technologies
11
24
15 16 17 18
25
27
Subsonic Noise GOTChA Pre-FY2005
26
GOALS
OBJECTIVES
TECHNICAL CHALLENGES
APPROACHES
Reduce Community Noise by 20 EPNdB
SOA = Stage 3 – 8 EPNdB (777/GE90)
Reduce noise from airframe sourcesby 8 dB
SOA: 777/GE90
Noise from complex airframes is neither well identified nor understood
Reduce identified noise sources through methods derived from physics-based understanding
Noise reduction technology conflicts with other require-ments
Demonstrate operational procedures that reduce approach noise by 2 dB
SOA: 777/GE90
Reduce noise through advanced Propulsion / Airframe configurations by 20 dB
SOA: 777/GE90
SOA operational procedures do not fully minimize community noise
Sufficient lift to enable steeper descent and climb out trajectories by increasing CL via quiet, innovative, high-lift system
Real-time calculation of noise-minimal trajectories and pilot/controller tools to fly noise minimal trajectories
Current propulsion/airframe configurations will not provide needed noise reduction
Advanced concepts with integrated low-noise airframe features (e.g., shielding), and low noise propulsion & power concepts (e.g., distributed propulsion, fuel cells)
Identify, account for and reduce noise via propulsion/airframe interactions
Cannot account for all contributing aircraft sources, interactions and installation effects to predict total system noise accurately
Develop and validate tools to enable aircraft level system assessments for conventional and unconventional configurations
Integration of noise reduction technologies to demonstrate overall system noise reduction
3
07 08 09 10
10 11 12 13 14
18
19 2021
22
23
Reduce noise from propulsion sources by 8 dB
SOA: GE90
Application ofadvanced low-spool technologies for core noise reduction
Jet noise reduction conflicts with performance requirements
Current fan designs require reduction of both tone and broadband noise while maintaining performance
Separation of core noise from other engine noise sources is needed to identify source mechanisms
Unconventional propulsion systems which retain the noise benefits of low specific thrust engines
Weight & drag increases offset reductions in noise and TSFC from low specific thrust engines
Reduce jet noise sources through methods derived from physics-based understanding
Advanced low noise fan designs, liner concepts and active control technologies
11
24
15 16 17 18
25
27
Subsonic Noise GOTChA Post-FY2005 GOALS
OBJECTIVES
TECHNICAL CHALLENGES
APPROACHES
Aeronautics Technologye n t e r p r i s er e s e a r c h
ST101: Decrease skin friction drag by 20%•ST10101.01: Turbulent flow control
•ST10101.02: Novel approaches to integration of higher BPR engines or BLI inlets
•ST10101.03: Advanced configurations and components with lower wetted areas
•ST10101.04: Laminar flow control
•ST10101.05: Low-drag configurations and components designed through physics-based optimization
05 06 07 08 09 10 11 12 13 14 15 16 17 1804 19
GOAL ST1: Increase L/D to 25 at cruise; SOA = 20 (777/GE90)
Lift to Drag Ratio (L/D) Roadmap
ST102: Decrease wave drag by 50%
•ST10202.06: Develop and validate naturally area-ruled configurations
•ST10202.07: Advanced airfoils to enable attached flow, and maintain t/c with high cruise Mach
Low TRL
Low TRL
QAT/UEET Flight Demos10 EPNdB redux inCommunity Noise
45% redux in LTO NOx
½ ScaleBWB Flight
Demo
SBW Flight Demo
BCW Flight Demo20EPNdB redux in
community noise70% redux in LTO NOx
Unfunded ProgramFunded Program
Aeronautics Technologye n t e r p r i s er e s e a r c h
Summary
• Transformed Vehicle Systems Program is focused on breakthrough technologies for the nation
• Significant opportunities for additional breakthrough research exist
• FY06 Aeronautics budget will require significant realignment of workforce and facilities