NASA EPSCoR Research Compendium Office of Human Resources and Education NASA Headquarters, Code FE Washington, DC 20546-0001 September 30, 2000 Concurrence Background of the NASA EPSCoR Program Responding to Congressional concerns about the unequal distribution of federal research dollars, the National Science Foundation (NSF) established the Experimental Program to Stimulate Competitive Research (EPSCoR) in 1978. Since then, NSF has undertaken EPSCoR programs in 18 states and Puerto Rico. In 1990, Congress called for other federal agencies to fund EPSCoR programs. EPSCoR grants are appropriated by the National Science Foundation (NSF), the National Aeronautics and Space Administration (NASA), the US Department of Agriculture (USDA), the Department of Energy (DOE), the Department of Defense (DoD), the Environmental Protection Agency (EPA), and the National Institutes of Health (NIH). NSF appropriates the largest portion of federal funds to EPSCoR and serves as the coordinating agency for all of the other programs. In 1992, Congress established the EPSCoR Interagency Coordinating Council (EICC). This body consists of representatives from the seven federal EPSCoR programs. In addition, the EPSCoR states have formed a non-profit organization, the EPSCoR Foundation, to work collaboratively with the agencies. In the states, each EPSCoR program operates under the direction of a state-wide coordinating council and an ad-hoc planning committee. Usually the state committees are made up of representatives from all of the EPSCoR agencies, as well as leaders from business and industry, academe, and state government. NASA began an EPSCoR-like program in 1991 with small grants to the EPSCoR states under its NASA National Space Grant College and Fellowship Program, called Capability Enhancement State Consortia1. However, Congress requested that NASA additionally develop its own EPSCoR program. The Agency's Office of Human Resources and Education sponsored a merit-based, rigorous national competition in 1994 that resulted in six state awards. A similar competition held in 1996 resulted in four more state grantees. Another competition for NASA EPSCoR awards should take place in 2000. NASA EPSCoR operates in tandem with the NASA Space Grant program. Whereas EPSCoR emphasizes building research infrastructure and capacity, Space Grant emphasizes education and public service in addition to building research capacity. Both programs use a common management structure. Under this management plan, the NASA Space Grant director in a state is also the NASA EPSCoR director for that state. Both programs are managed from NASA Headquarters in Washington, DC. Recognizing that the nation's scientific talent is randomly distributed through-out the population without regard to gender, genealogy, or geography, NASA EPSCoR seeks to identify capable researchers in states that have not traditionally been strongly funded for R&D. Contents BACKGROUND OF THE NASA EPSCOR PROGRAM 3 ENTERPRISE 1 AEROSPACE TECHNOLOGY ENTERPRISE 6 ADVANCED SPACE TRANSPORTATION PROGRAM (ASTP) 8 OPERATIONS SYSTEMS PROGRAM (OS) 13 PROPULSION AND POWER SYSTEMS PROGRAM (P&PS) 16 VEHICLE SYSTEMS TECHNOLOGY PROGRAM (VST) 18 FLIGHT RESEARCH PROGRAM (FR) 22 INFORMATION TECHNOLOGY PROGRAM (IT) 25 ROTORCRAFT PROGRAM 28 AVIATION SAFETY PROGRAM (AVSP) 31 AVIATION SYSTEM CAPACITY PROGRAM (ASC) 35 FUTURE-X PATHFINDER 38 HIGH PERFORMANCE COMPUTING AND COMMUNICATIONS (HPCC) PROGRAM 42 ULTRA EFFICIENT ENGINE TECHNOLOGY PROGRAM (UEET) 45 X-33 PROGRAM 51 INTELLIGENT SYNTHESIS ENVIRONMENT (ISE) 53 CENTERS 57 AMES RESEARCH CENTER 57 DRYDEN FLIGHT RESEARCH CENTER 57 GLENN RESEARCH CENTER 59 GODDARD SPACE FLIGHT CENTER 72 JOHNSON SPACE CENTER 73 LANGLEY RESEARCH CENTER 75 MARSHALL SPACE FLIGHT CENTER 79 ENTERPRISE 2 EARTH SCIENCE 86 CENTERS 96 AMES RESEARCH CENTER 96 GODDARD SPACE FLIGHT CENTER 96 JET PROPULSION LABORATORY 108 JOHNSON SPACE CENTER 109 KENNEDY SPACE CENTER 109 LANGLEY RESEARCH CENTER 109 MARSHALL SPACE FLIGHT CENTER 111 STENNIS SPACE CENTER 114 ENTERPRISE 3 HUMAN EXPLORATION AND DEVELOPMENT OF SPACE 116 LIFE AND MICROGRAVITY SCIENCES AND APPLICATIONS (LMSA) 170 ADVANCED HUMAN SUPPORT TECHNOLOGY PROGRAM 170 BIOMEDICAL RESEARCH AND COUNTERMEASURES PROGRAM 172 FUNDAMENTAL BIOLOGY PROGRAM 173 MICROGRAVITY RESEARCH DIVISION (MRD) 174 CENTERS 175 AMES RESEARCH CENTER 175 GLENN RESEARCH CENTER 176 GODDARD SPACE FLIGHT CENTER 176 JOHNSON SPACE CENTER 177 KENNEDY SPACE CENTER 201 MARSHALL SPACE FLIGHT CENTER 202 STENNIS SPACE CENTER 204 ENTERPRISE 4 SPACE SCIENCE 205 THEME I: ASTRONOMICAL SEARCH FOR ORIGINS (ASO) 205 THEME II: STRUCTURE AND EVOLUTION OF THE UNIVERSE 209 THEME III: SOLAR SYSTEM EXPLORATION 224 THEME IV: SUN-EARTH CONNECTION 236 CENTERS 244 AMES RESEARCH CENTER 244 GODDARD SPACE FLIGHT CENTER 245 JET PROPULSION LABORATORY 253 JOHNSON SPACE CENTER 256 LANGLEY RESEARCH CENTER 265 MARSHALL SPACE FLIGHT CENTER 266 FIELD CENTER RESEARCH OPPORTUNITIES 275 CENTER 1 AMES RESEARCH CENTER 275 CENTER 2 DRYDEN FLIGHT RESEARCH CENTER 280 CENTER 3 GLENN RESEARCH CENTER 282 CENTER 4 GODDARD SPACE FLIGHT CENTER 298 CENTER 5 JET PROPULSION LABORATORY 320 CENTER 6 JOHNSON SPACE CENTER 324 CENTER 7 KENNEDY SPACE CENTER 343 CENTER 8 LANGLEY RESEARCH CENTER 346 CENTER 9 MARSHALL SPACE FLIGHT CENTER 354 CENTER 10 JOHN C. STENNIS SPACE CENTER 373 APPENDICES 377 APPENDIX A - SCIENTIFIC AND TECHNICAL INFORMATION SOURCES 378 APPENDIX B - NASA EPSCOR CONTACT INFORMATION 381 HEADQUARTERS 381 NASA ENTERPRISE/CODE EPSCOR CONTACTS 381 NASA FIELD CENTER UNIVERSITY CONTACTS 382 NASA EPSCOR DIRECTORS 384 Enterprise 1 Aerospace Technology Enterprise NASA HQ Contact: Mr. William E. Anderson wanderso@hq.nasa.gov (202) 358-4732 NASA's Aerospace Technology Enterprise is responsible for NASA research and development activities in aviation and advanced space transportation. The Enterprise comprises five NASA Centers: The Ames Research Center, Dryden Flight Research Center, Langley Research Center, Glenn Research Center, and Marshall Space Flight Center. Each Center has built distinct competencies, or "Centers of Excellence," to spur technology and leading-edge research. The Office of Aerospace Technology at NASA Headquarters provides Enterprise management. By attracting world-class engineers and scientists and constructing many one-of-a-kind research facilities, the Centers are uniquely positioned to serve as the focal point for national research in air and space transportation technologies. The Enterprise also has agencywide responsibility for NASA technology transfer and commercialization activities. NASA's goal is to increase awareness in non-aerospace industries of NASA-developed technologies, and to assist the transfer of NASA technological knowledge into diverse applications. Through this process, the Enterprise helps ensure that the Nation's investment in technology provides social and economic benefits to all segments of society. Ultimately, the beneficiaries of the Enterprise's investments are the public, U.S. business, and the military. The technologies developed by this Enterprise, and integrated into our aircraft and transportation systems by industry and the FAA, will help position the United States for continued leadership in aviation and space in the next century. The activities of the AerospaceTechnology Enterprise encompass four primary Enterprise goals. Goal 1: Revolutionizing Aviation Mobility - Enabling a safe environmentally-friendly expansion of aviation. (Baseline: 1997) Objective 1: Aviation Safety - Reduce the aircraft accident rate by a factor of five within 10 years, and by a factor of 10 within 25 years. Objective 2: Emissions Reduction - Reduce NOX emissions of future aircraft by a factor of three within 10 years, and a factor of five within 25 years and CO2 emissions by 25% and by 50% in the same timeframes. Objective 3: Noise Reduction - Reduce the perceived noise levels of future aircraft by a factor of two within 10 years, and by a factor of four within 25 years. Objective 4: System Throughput- Double the aviation system capacity within 10 years, and triple it within 25 years. Objective 5: Mobility - Reduce inter-city door-to-door transportation time by half in 10 years and by two-thirds in 25 years and reduce long-haul transcontinental travel time by half within 25 years. Goal 2: Advancing Space Transportation - Creating a safe, affordable highway through the air and into space. (Baseline: 2000) Objective 6: Mission Safety - Reduce the incident of crew loss by a factor of 40 (to less than 1 in 10,000 missions) within 10 years, and an additional factor of 100 (to less than 1 in 1,000,000 missions) within 25 years. Objective 7: Mission Affordability - Reduce the cost of delivering payload to LEO by a factor of 10 within 10 years, the cost of interorbital transfer by a factor of 10 within 15 years, and both by an additional factor of 10 within 25 years. Objective 8: Mission Time - Reduce the time for planetary missions by a factor of two within 15 years, and by a factor of 10 within 25 years. Goal 3: Pioneering Technology Innovation - Enabling a Revolution in Aerospace Systems Objective 9: Engineering Innovation - Develop the advanced engineering tools, processes and culture to enable rapid, high-confidence, and cost efficient design of revolutionary systems. Objective 10: Technology Innovation - Develop the revolutionary technologies and technology solutions that enable fundamentally new aerospace system capabilities or new aerospace missions Goal 4: Commercializing Technology - Extending the Benefit of NASA's Research and Technology In pursuit of these goals and objectives, the AerospaceTechnology Centers, with coordination from NASA Headquarters, are managing a wide range of research and development programs. These programs consist of a balance of Research and Technology (R&T) Base programs that address fundamental knowledge and long-term opportunities, and a series of Focused Technology Programs that concentrate research efforts on highly promising opportunities. Aerospace Research and Technology (R&T) Base Programs * Advanced Space Transportation Program (ASTP) * Operations Systems Program (OS) * Propulsion and Power Systems Program (P&PS) * Vehicle Systems Technology Program (VST) * Flight Research Program (FR) * Information Technology Program (IT) * Rotorcraft Program Aerospace Focused Technology Programs * Aviation Safety Program (AvSP) * Aviation System Capacity Program (ASC) * Future-X Pathfinder Program * High Performance Computing and Communications Program (HPCC) * Ultra Efficient Engine Technology Program (UEET) * X-33 Reusable Launch Vehicle (RLV) Technology Demonstrator Program These programs and the projects that support them are described in the attached program summaries. BASE PROGRAMS Advanced Space Transportation Program (ASTP) Program Manager: Garry Lyles Lead NASA Center: Marshall Space Flight Center Program Goals The Advanced Space Transportation Base Research and Technology Program (ASTP) has been established to pioneer the identification, development, verification, transfer, and application of high-payoff space transportation technologies. ASTP provides a foundation for the broad range of technologies needed for a steady influx of concepts available for use by the United States aeronautics and space industry and other NASA Enterprises. The program is designed to: * Develop advanced technology concepts and methodologies for application by industry; * Build focused programs to address selected national needs; * Respond quickly to critical safety and other issues; and * Provide facilities and expert consultation for industry during their product development. The primary goal of NASA's space transportation technology programs is to significantly reduce the cost of space transportation systems while improving reliability, operability, responsiveness, and safety. NASA endorses dramatic improvements in safety first, leading to lower cost and higher operability. The space transportation technology programs also have several secondary continuing goals, including: 1) Developing advanced technologies and systems to enable new civil and military mission capabilities; 2) encouraging commercial investment in, and operation of, space transportation systems by undertaking the development and transfer of technologies that reduce the risk of proceeding with new systems; 3) improving the international competitiveness of the U.S. commercial space transportation industry; and 4) balancing investments in near-term and long-term space transportation capabilities including a continuing strong core technology program. Program Projects The ASTP consists of four investment areas: Second Generation RLV-Focused Investment, In-Space, Spaceliner 100 and Space Transportation Research. Each program investment area contains multiple projects. Second Generation RLV-Focused Investment Area The 2nd Generation RLV Focused investment area is responsible for developing and demonstrating technologies for second generation RLV systems. This investment area consists of the Reusable Launch Vehicle-Focused Project and the Fastrac Engine Project. REUSABLE LAUNCH VEHICLE (RLV)-FOCUSED PROJECT Contact: Garry Lyles, Marshall Space Flight Center, (256) 544-9203 The RLV-Focused Technology Project is addressing critical component, subsystem, and system level technologies requirements in support of the development of a 2nd generation fully reusable launch vehicle. The RLV-Focused Technology Project will enable airframe, power, thermal protection system (TPS), and propulsion technologies that increase the reliability and performance of reusable space transportation systems with the goal of enabling the development of the second generation reusable launch vehicle to greatly reduce the cost of access to space. This project consists of the following activities: * Composite Tank and Structures * Thermal Protection and Hot Structures * Power * Propulsion. AST1 Fastrac Engine Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The Fastrac engine project is focused on reducing the acquisition cost of rocket engines by a factor of 10 below current production engines of the same class. The project is focused on the development of a propulsion system for the X-34 flight demonstrator. The Fastrac 60 klb thrust class engine is a low-cost gas generator cycle engine that burns RP-1 and liquid oxygen. All engine subsystems have been simplified to reduce part count, minimize specialized manufacturing requirements and allow use of commercial parts. In-Space Investment Area The In-Space Investment area concentrates on space transportation applications within Earth orbit to the edge of our solar system. This area consists of the Upper Stage Project, Space Transfer Technologies Project, and Interstellar Precursor Project. AST2 Upper Stage Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The Upper Stage Project is responsible for developing and demonstrating technologies for near term application to low-cost upper stages. This includes hybrid and hydrogen peroxide engine technologies. Reduction of upper stage propulsion and structural costs are being pursued on a multi-element project basis. The effort includes both component development and flight demonstrations. The effort is a partnership between the Air Force, NASA and private industry. The effort features both liquid/liquid propulsion systems and liquid/hybrid propulsion systems. The common feature to all of these efforts is the use of highly concentrated peroxide as the oxidizer. The operability improvements available from the use of peroxide will substantially lower operations cost for future transportation systems when compared to today's comparable systems. This project consists of the following activities: * Upper Stage Flight Experiment (USFE) * AR2-3 engine experiment * Advanced reusable upper stage engine component development * Peroxide/hybrid rocket engine development. AST3 Space Transfer Technology Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 A key goal of the Space Transfer Technology Project is the reduction of in-space propulsion system and propellant mass. Achieving this goal would reduce launch costs by enabling the use of smaller launch vehicles. In addition, space transfer costs could be reduced by lowering the propellant mass required for many of these systems. Increased propulsion efficiency would reduce trip times, cutting risk and cost for exploration missions. This project consists of the following activities: * Tether transportation systems * Electric propulsion * Aeroassist technologies * Lightweight components * Cryogenic fluid management * Advanced chemical engines. AST4 Interstellar Precursor Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The Interstellar Precursor Project will develop technologies to enable a robust exploration of nearby interstellar space and to support planned and proposed science enterprise interstellar precursor missions. Development of propulsion systems capable of providing rapid robotic travel beyond the edge of the solar system to distances of up to 1,000 Astronomical Units will support not only the planned Interstellar Probe Mission (projected New Start in 2007) but also a host of other deep-space missions (e.g., missions to the outer planets, the Kuiper Belt, and beyond). Spaceliner 100 Investment Area The Spaceliner 100 Investment area is responsible for developing and demonstrating the technologies required for third generation reusable launch systems. This investment area consists of the Propulsion Technology Projects, Airframe Technology Project, Launch Technology Project, Integrated Vehicle Health Management Technology Project and the Operations and Range Technology Project. AST5 Propulsion Technology Projects Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 Propulsion Technology Projects will advance the state of the art in propulsion systems for low-cost, reliable and safe Earth-to-orbit space transportation. The individual technologies within the project are focused on advanced, breakthrough technologies in airbreathing and rocket systems and cross-cutting activities that are the basis for improvements in these disciplines. Propulsion objectives include increasing safety and reliability while reducing operations, manufacturing, and development costs through increased performance margins. The specific approaches to meeting these objectives include: * Improved propulsion performance to specific impulse (Isp) > 500 sec using combined cycle airbreathing rocket propulsion systems * Increased propulsion system thrust-to-weight ratio through the use of metal matrix composites, ceramics, and other advanced materials * Increased propulsion life cycle capability to 500 missions through advanced design techniques and materials * Decreased development costs through advanced design techniques and robust testing. AST6 Airframe Technology Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The Airframe Technology Project will advance the state of the art in airframe and vehicle systems for low-cost, reliable, safe space transportation. The individual technologies within the project are focused on advanced, breakthrough technologies in airframe and vehicle systems and cross-cutting activities that are the basis for improvements in these disciplines. The key issues that will be addressed by the project are integrated airframe design, integrated thermal structures and materials, thermal protection systems, and aero/aerothermodynamic enhancements. The project is responsible for: * Developing advanced cryogenic tank, primary structures and hot structures materials and systems. This includes developing and demonstrating advanced manufacturing techniques. * Understanding transition and the effects of airframe design on aerodynamic and aerothermodynamic performance including understanding of the flow physics associated with smart/adaptive materials and structures such as plasma-induced drag reduction and smart/adaptive materials and structures. Aerodynamic optimization resulting from advanced flow physics techniques and devices. * Developing integrated structures and advanced thermal protection systems and materials including design and manufacturing tool development, component, subsystems and systems demonstrations as well as life assurance and reusability issues. AST7 Launch Technology Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The objective of the Launch Technology Project is to provide basic launch technology building blocks to support space transportation earth to orbit goals. This project consists of the following activities: * Avionics and Flight Control * Power * Integrated Design and Analysis Tools * Crew Systems AST8 Integrated Vehicle Health Management Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The Integrated Vehicle Health Management (IVHM) Project is responsible for defining and establishing a systems engineering IVHM design process and validating the process on system simulation testbeds. The IVHM Project will define optimized IVHM system and subsystem architectures for the vehicle and ground elements of the system, and develop and validate the critical vehicle and ground IVHM technologies on bench-top, subsystem, and system simulation and software/hardware-in-the-loop testbeds. The IVHM Project is a multi-year project that will culminate in IVHM system level technology and operations demonstrations using a virtual IVHM Testbed leveraging geographically distributed subsystems testbeds, avionics system labs, and dedicated IVHM Testbeds. This project consists of the following activities: * Systems Engineering and Integration (SE&I) IVHM * Structures IVHM * Propulsion IVHM * Power IVHM * Thermal Protection Systems (TPS) IVHM * Avionics IVHM * Ground IVHM AST9 Operations and Range Technology Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The Operations and Range Technology Project is responsible for the development of key technologies to substantially reduce vehicle launch and processing operations costs. Focused technology research and development in automated umbilicals, propellant densification, spaceport range and payload systems will be carried out to advance the state of technology in autonomous connections, rapid flow propellant loading, spaced-based range, payload container development, advanced checkout and control systems, intelligent inspections systems, and launch assist development. Space Transportation Research Investment Area The Space Transportation Research Investment Area will pursue proof-of-concept research in revolutionary technology areas that may lead to dramatic reductions in the cost of access to space or enable new interplanetary or interstellar space missions by reducing travel times by one to two orders of magnitude. This investment area consists of the Advanced Propulsion Research Project and the Breakthrough Propulsion Physics Project. AST10 Advanced Propulsion Research Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The primary focus of the Advanced Propulsion Research Project is to enable fourth generation RLV's, reduced cost of access to space for small payloads, rapid transfer interplanetary transportation beyond Mars, and technologies that may enable missions beyond the solar system. The primary technology challenge is dramatic improvement in propulsion performance including: advanced propulsion cycles, new on-board energy sources, and use off-board resources. AST11 Breakthrough Propulsion Physics Project Contact: Garry Lyles, Marshall Space flight Center, (256) 544-9203 The Breakthrough Propulsion Physics project to seeks to understand potential in-space propulsion systems beyond the capabilities provided by Newtonian mechanics. These may include recently developed theories that may enable propulsion systems that require no propellant mass, that attains the maximum transit speeds physically possible, and breakthrough methods of energy production to power such devices. Topics of interest include theories regarding the coupling of gravity and electromagnetism, quantum vacuum energy fluctuations, warp drives and wormholes, and superluminal effects. Because these propulsion goals are presumably far from fruition, a special emphasis is to identify affordable, near-term, and credible research that could make measurable progress toward these propulsion goals. Operations Systems Program (OS) Lead NASA Center: Ames Research Center Program Manager: Dr. Robert Jacobsen, 650-604-3743 Program Objectives The Operations Systems (OS) program will pioneer the identification, development, verification, transfer, and application of high-payoff aerospace technologies. It contributes to the achievement of the AerospaceTechnology Enterprise goals in the area of aerospace operations systems. Aerospace operations systems are ground, satellite and aerospace vehicle systems and human operators that determine the operational safety, efficiency and capacity of aerospace vehicles operating in the airspace. They specifically encompass: (1) air traffic management systems, interfaces and procedures; (2) relevant cockpit systems, interfaces and procedures; (3) operational human factors, their impact on aerospace operations, and error mitigation: (4) weather and hazardous environment characterization, detection and avoidance systems; and (5) communications, navigation and surveillance. The major core competencies upon which the OS Program depends are human factors, air traffic management, information systems, airborne systems, crew station design and integration, aircraft icing and weather factors. The OS Program spans from development of fundamental understandings, theories and concepts, through laboratory simulation and experimentation, to flight experimentation in relevant operational environments. Program Projects AST12 Human Automation Integration Research (HAIR) Contact: Dr. Robert Jacobsen , Ames Research Center, 650-604-3743 The thrust of NASA's Human-Automation Integration Research project is to support the National Goal of Safety by developing validated tools and prototyping testbeds for the design and analysis of innovative human-automation systems in air, ground, and integrated aerospace operations. The goals are to improve communication and collaboration among system designers and human factors experts; to identify and eliminate or mitigate risk factors during the design phase for automation-related operator error; and to improve operator understanding of automated systems. AST13 Cost-Benefit Operational Safety Testing Models (COSTM) Contact: Dr. Robert Jacobsen , Ames Research Center, 650-604-3743 The goal of this project is to develop models for simulating and analyzing system performance, including the contributions of individual operators, individual elements of systems (ramp, tower, transition airspace, en route elements) and large-scale system flow and control issues. The thrust of COSTM is a vertically integrated model development activity, based around a core representation of the fundamental processes of ATM, models of dynamically driven aircraft, models of weather & airspace, and models (essentially rule-based) that represent the "knowledge" of air traffic management. As such, it will also be a repository for data from simulation studies and field studies that are required to populate the model's performance sets with appropriate data. AST14 Human Error and Countermeasures Contact: Dr. Robert Jacobsen , Ames Research Center, 650-604-3743 The goals of the project are to develop procedures and technologies to reduce the potential for error in aerospace operations and to enable human operators to respond quickly and appropriately to flight-critical situations. The thrust of this project is on strategies for improved decision making, and procedures and technologies as countermeasures to human potential to commit errors. There are two primary project elements: The Training element addresses technologies to reduce crew errors in procedures, decision-making, situation awareness, automation use and weather planning so pilots and flight and ground teams can function quickly and efficiently in routine and abnormal operations. The Fatigue element addresses the role of physiologically based variations in alertness and will develop novel work rules to manage disturbances in operators' scheduling and circadian rhythms while working within the air transportation system. AST15 Psychological/Physiological Stressors and Factors (PPSF) Contact: Dr. Robert Jacobsen , Ames Research Center, 650-604-3743 The Psychological/ Physiological Stressors and Factors research goal is to develop new technologies and procedures to measure and reduce stress in human operators within the air traffic system. The project will focus on human information processing abilities in two primary research areas: (1) human perception research will focus on development of new methods, computational models, and metrics that will enable optimization of operator sensory-motor interaction with the displays and controls of the national air space system; and (2) human cognitive research will focus on developing models of the human operator information processing during interaction with the air transportation system, with the goal of understanding how operator attention may be focused on or by the system. AST16 Aircraft Icing (AI) Contact: Dr. Robert Jacobsen , Ames Research Center, 650-604-3743 The AI project goals are: (1) to develop validated analytical and experimental tools for design and certification /qualification of aircraft systems in icing; (2) to understand the effects of ice contamination on aircraft performance, stability and control, and handling qualities; and (3) to foster the development of ice protection systems, including ice sensing, prevention and removal, and avoidance. The project seeks to achieve a balance among analytical/computational simulations, experimental research, and flight research. Analytical/computational simulations focus on the development and validation of the Lewis ice accretion code (LEWICE) model and performance calculations of iced airfoils. Experimental research consists of icing tests in the GRC Icing Research Tunnel (combined with dry wind tunnel tests as needed) and the development of testing methodologies. Flight research with the NASA Icing Research Aircraft is conducted in natural icing conditions and with simulated ice shapes. Propulsion and Power Systems Program (P&PS) Lead NASA Center: Glenn Research Center Program Manager: Peter W. McCallum Program Goals: The Propulsion and Power Systems Research and Technology (R&T) Base Program is pioneering the identification, development, verification, transfer, and application of high-payoff aerospace technologies that will be needed by the U.S. aeronautics industry in future years. The program's major objectives are to: * Develop advanced technology concepts and methodologies for application by industry; * Build focused programs to address selected national needs; * Respond quickly to critical safety and other issues; and * Provide facilities and expert consultation for industry during product development. Program Projects AST17 Ultra Safe Propulsion Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The goal of Ultra Safe Propulsion project is to reduce engine component failure to an absolute minimum and to contain all possible fragments if an occasional failure does occur. To address this goal, the Ultra Safe Propulsion project is focusing on two technical elements: engine containment and crack resistant materials. AST18 Zero CO2 Research Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The Zero CO2 Research project is developing enabling technologies for hydrogen fueled air breathing propulsion systems, both hybrid fuel cell and gas turbine, over a period of three years. Through systems analysis it is investigating exotic fuel cell, electric, hybrid and advanced open cycle gas turbine systems optimized to fully exploit the beneficial physical properties of liquid hydrogen as a fuel. It is also providing concepts for an airframe for each propulsion system. AST19 Higher Operating Temperature Propulsion (HOTP) Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The goal of the HOTP Project is to develop technologies that will increase the utilization temperature of many propulsion components thereby requiring less system cooling which leads to increased engine propulsion efficiency. The ultimate desired impact is the reduction of emissions. Since many of the technologies being pursued in the HOTP Project are related to advanced materials that are lightweight, the Project will also make contributions to NASA's efforts to reduce the cost of reaching orbit. AST20 Turbomachinery and Combustion Technology (TCT) Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The goal of the TCT project is to develop enabling technologies that will minimize all environmentally harmful engine emissions. TCT seeks to further reduce NOx emissions as well as address particulates and aerosols. The impact of CO2 on the environment also requires this project to consider methods for reducing the fuel burn of advanced aeropropulsion systems. The TCT project has been structured around long-term, high-risk, high-payoff technology needs beyond the current focused programs. High-loaded, efficient turbomachinery and low-emissions combustor technologies are pursued for enhanced performance with continued reduction of weight and parts count for long-life engines. Computational tools and associated modeling techniques are developed to reduce time, cost, and risk barriers to the affordable design and manufacture of environmentally compatible components and systems. AST21 Oil Free Turbine EngineTechnology (OFTET) Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The goal of the Oil Free Turbine Engine Technology Project is to demonstrate the world's first oil-free man-rateable turbine engine. The Williams FJX-2 is being converted to an oil free engine. This will result in a significant increase in engine reliability and reduction in life cycle cost. AST22 General Aviation Propulsion (GAP) Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The goal of the General Aviation Propulsion Project is to develop and demonstrate by 2000, affordable revolutionary propulsion systems for general aviation aircraft to help revitalize the U.S. general aviation light aircraft industry. AST23 Propulsion Fundamental Research (PFR) Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The objective of PFR is to develop and maintain enabling capabilities not adequately maintained in the other projects, and to support new high risk, high-payoff activities that are of long term strategic importance. PFR research activities include: * Fundamental Noise - develops advanced concepts to reduce subsonic engine fan, jet and core noise. * Supersonic Propulsion - develops low noise exhaust nozzle concepts and high-efficiency stable inlet systems for supersonic propulsion systems. * Facility Research Investments (RFI) - expands facility capabilities to meet future research requirements, assure confidence in the data quality, and improve productivity for research testing at the test facilities. * University Grants - identify new concepts and approaches for advanced technology development in all areas of Aerospace propulsion. AST24 Hybrid Hyperspeed Propulsion (HHP) Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The objective of HHP is to complete the validation of enabling rocket-based combined cycle component technologies for single-stage-to-orbit applications. Hypersonic vehicles for future aerospace missions will require hybrid propulsion systems that breathe air in the atmosphere from Mach 0 to 10+. The project addresses the technologies required to obtain this exceptional performance for Access to Space and hypersonic flight within the atmosphere. AST25 Pulse Detonation Engine Technology (PDET) Contact: Peter W. McCallum, Glenn Research Center, 216-433-8852 The Pulse Detonation Engine Technology (PDET) Project is evaluating the application of pulse detonation combustion technology to hybrid subsonic and supersonic gas turbine engines for commercial and military applications and combined cycle propulsion systems for access to space applications. This is being accomplished through the conceptual design of a number of possible system configurations followed by the "breadboard" demonstration of the best candidate system(s). This propulsion system development process is supported by the development of and demonstration of advanced detonative and non-detonative components required for system operation. Vehicle Systems Technology Program (VST) Lead NASA Center: Langley Research Center Program Manager: Dr. Darrel R. Tenney Program Goals The primary objective of the Vehicle Systems Technology Base Program is to promote the "Science and Technology of Flight." This is done by developing and demonstrating advanced airframe and spaceframe technology concepts and methodologies, providing advanced validated tools and techniques, responding quickly to critical national issues, investigating the fundamental physics underlying the aerospace disciplines, and providing the basis on which future focused programs are built. Program Projects AST26 Inherently Reliable Systems (IRS) Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The objective of the IRS Project is to develop technologies to increase the reliability, safety of flight, reusability and affordability of aerospace vehicles. The project will concentrate on life expectance of structures and materials and on flight control system aspects. Technologies for assessing and extending the useful safe life of aerospace structures and non-structural systems will be developed, including durability and damage tolerance analysis methodology, advanced nondestructive inspection technology, integrated structural health monitoring and management. Methods for assessing the durability and accelerated testing of new aerospace materials will be developed for the environmental extremes of space. The flight control and flight deck aspects of the IRS project will emphasize aerospace vehicle reliability through reconfigurable flight controls that perform automatic on-line optimization of vehicle response in event of failure or damage, avionics that are immune to high-intensity electromagnetic effects, human/automation task allocation to improve overall system reliability and safety, and formal methods and design tools to greatly improve software reliability through low-cost verification and certification processes. AST27 Super Lightweight MultiFunctional Systems Technology (SLMFST) Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The SLMFST project objectives are (1) to develop ultra-lightweight technologies that will result in a significant reduction in the weight of aerospace vehicles; (2) to achieve a dramatic reduction in vehicle source noise, and (3) to promote the integration of advanced technologies for aerospace vehicle systems offering enhancements in performance and operations, and other new system capabilities. Key technology areas that will be addressed include ultra-high performance materials, advanced structural concepts, advanced aerodynamic concepts, novel processing and fabrication technologies, design methodologies, computational materials and structures, integral thermal structural concepts, integrated non-destructive concepts, multi-functional structures, interior noise reduction, and source noise reduction. AST28 Revolutionary Airframe Concepts Research and System Studies (RACRSS) Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The goal of the Revolutionary Airframe Concepts Research and Systems Studies project is to accelerate the identification of new technology applications that will enable the development of radically improved aircraft designs. In FY 2000, RACRSS systems analyses will identify barrier technology issues associated with promising generic civil/military concepts. Among the areas to be studied will be structures, materials, aerodynamics, airframe/propulsion integration, crew stations, flight controls, mission critical systems, and acoustics. The RACRSS project is closely linked to the REVCON-Flight Research project in the Flight Research Program Plan. AST29 Aerospace Systems Concept to Test (ASCoT) Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The ASCoT project addresses the development of advanced computational and experimental tools for increased confidence and reduced development time in the analysis and design of complex aerospace vehicles. ASCoT research activities focus on the development of advanced design tools in three major areas: 1) physics-based modeling, 2) computational tools, and 3) ground-to-flight scaling methodology. The objective is to develop next-generation models, tools, and techniques to enable radical improvements in aerospace vehicle technology. These tools will rely heavily on a fundamental understanding of the underlying physics for modeling of the associated problems. This project will require the development of detailed building block experiments and numerical simulations in order to obtain the fundamental physics for model formulation and code validation. It will require the development of advanced algorithms and code synthesis in order to provide computational efficiency, accuracy, and robustness. And it will require the development of advanced ground-to-flight scaling methodologies in order to scale accurately and efficiently the test results obtained from laboratory conditions and actual flight conditions. AST30 Morphing Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The goals of the Morphing project are to develop and enhance smart technologies that will provide cost-effective system benefits in aircraft and spacecraft design. The program conducts research that will enable self-adaptive flight for revolutionary improvements in the efficiency and safety of flight vehicles. The key disciplines in the program are materials, integration, structures, controls, flow physics, and multidisciplinary optimization. Discipline-based research activities support program application areas that include active aerodynamic control, active aeroelastic control, and other aerospace areas. AST31 Advances through Cooperative Efforts (ACE) Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 Cooperative research projects with the Department of Defense (DoD) and industry are one way in which NASA contributes to military aircraft technology. NASA provides researchers and test engineers to work with DoD and industry counterparts on technical problems of mutual interest. Over the years, these efforts have contributed to the development of many important high-payoff technologies such as vortex lift, multi-axis thrust vectoring, forebody controls, and high-angle-of-attack agility. Through the ACE project, NASA will continue and strengthen this highly effective and synergistic relationship between NASA and its DoD and industry partners. ACE enables application of NASA technical expertise and test facilities needed to support aircraft development on system upgrades, address in-service operation problems, and develop high-payoff technologies for military aircraft. The objective of the ACE program is to provide facilities & expertise to support aircraft development programs. AST32 Noise Reduction (Noise) Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The goal of the noise reduction element, in cooperation with U.S. industry and the FAA, is to provide technology to allow unrestrained market growth while maintaining compliance with international environmental requirements. The scope of the element encompasses the development of noise reduction technology for derivatives of today's airplanes with engine bypass ratios in the 1.5 to 6 range, as well as for future airplanes powered by next-generation engines, which may have higher bypass ratios in the range of 6 to 15. The technical objective is a 10-decibel community noise impact reduction relative to 1992 production technology. The objective will be achieved via systematic development and validation of noise reduction technology. AST33 Advanced General Aviation Transport Experiments (AGATE) Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The goal of AGATE is to support revitalization of U.S. general aviation by developing and transferring technologies that will enhance small aircraft transportation system capabilities. The application of these technologies will result in improvements in utility, safety, ease-of-use, reliability, environmental compatibility, and affordability of the next generation of general aviation aircraft. In the process, small aircraft transportation will become available to more people more of the time, and to more small communities and rural areas. The scope of AGATE includes single-pilot, light, fixed-wing personal transportation aircraft, business and commuter aircraft, and rotorcraft having the same functional and technology requirements. AST34 Small Aircraft Transportation System (SATS) Project Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 SATS is proposed as an intermodal, personal, rapid transit air travel system utilizing small aircraft within the infrastructure of over 5,400 public use airports and 18,000 total landing facilities that serve the vast numbers of communities in the U.S. The Project development goals are to establish technical and non-technical objectives and prepare partnership processes for coordinated investments to advance both infrastructure and vehicle technologies. The SATS Project will build on the results of the AGATE and GAP Projects to further advance concepts that revolutionize the latent market for personal and business travel early in the 21st Century. AST35 Quiet Aircraft Technology (QAT) Contact: Mr. William L. Willshire, Langley Research Center (757) 864-1700 NASA's role in civil aeronautics is to develop high risk, high payoff technologies to meet critical national aviation challenges. Currently, a high priority national challenge is to ensure U.S. leadership in aviation in the face of growing air traffic volume, new safety requirements, and increasingly stringent noise and emissions standards. The QAT program addresses technology developments that will be required to achieve an additional 5 Effective Perceived Noise Level decibels (5EPNdB) community noise impact reduction from 1997 levels, adjusted to incorporate reductions already accomplished through the Advanced Subsonic Technology (AST) program. In addition, the QAT program will include the identification of revolutionary technological approaches that have the potential to reduce the perceived noise levels of future aircraft by an additional 10EPNdB. AST36 Hyper-X Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The Hyper-X experimental aircraft project is developing and validating enabling propulsion technologies to meet national needs for a more reliable, lower cost space launch capability. The goal of Hyper-X is to demonstrate and validate technologies, experimental techniques, and computational methods and tools for design and performance predictions of a hypersonic aircraft with an airframe-integrated dual-mode scramjet propulsion system. AST37 Airframe Technology Contact: Dr. Darrel R. Tenney, Langley Research Center, (757) 864-6033 The Airframe Technology Project will push the state of the art in airframe and vehicle systems for low-cost, reliable, safe space transportation. The individual technology efforts within the project are focused on advanced, breakthrough capabilities in airframe and vehicle systems, and crosscutting activities that are the basis for improvements in these disciplines. Key issues addressed by the project are integrated airframe design, integrated thermal structures and materials, thermal protection systems, and aero/aerothermo enhancements. Flight Research Program (FR) Lead NASA Center: Dryden Flight Research Center Program Manager: James Stewart Program Goals The Flight Research Base Program will pioneer the identification, development, verification, transfer, and application of high-payoff aeronautical technologies. Overall, the program matures promising new aeronautics technologies into practical, ready-for-application technologies. Demonstration in the "real world" flight environment, integrated with other technologies in a practical package is critical to the transfer of these promising technologies into use in future aircraft and atmospheric-capable spacecraft. Program Projects AST38 Environmental Research Aircraft and Sensor Technology (ERAST) Contact: James Stewart, Dryden Flight Research Center, (661) 258-3162 This Project, including both ERAST and ERAST II, relates to remotely piloted aircraft capable of extreme endurance at high altitudes, for use as sensor and/or relay platforms. Benefits of high altitude, long endurance aircraft include atmospheric science missions and "eyes-in-the-sky" high above disaster areas to provide information important to public safety. The primary objectives of the project are: * Support development of remotely piloted aircraft technologies for scientific and commercial applications * Effectively transfer technology to U. S. industry to establish competitive capability * Develop enabling technologies that will permit extreme duration and long range UAV operation in controlled airspace to become practical and feasible. AST39 Revolutionary Concepts Contact: James Stewart, Dryden Flight Research Center, (661) 258-3162 This investment area addresses innovative vehicle configurations and other concepts that are a wide departure from conventional designs. The implementation of the REVCON Project is accomplished through competitive solicitations using the NASA Research Announcement (NRA) process. Multiple sub-projects are selected every 2 to 3 years to provide a continuous technology development activity that will lead to flight experiments. AST40 Advanced Systems Concepts Contact: James Stewart, Dryden Flight Research Center, (661) 258-3162 This Project provides enabling technologies to demonstrate smart aircraft, aircraft systems to enhance affordable design, and flight research capabilities to support military objectives in those areas where the NASA flight research capabilities are best able make these contributions. A large proportion of the effort is on intelligent use of embedded computer systems. Another emphasis is on advanced vehicle system concepts. Sub-projects within this area are: * Control Innovations - The long term goal is, by 2002, to demonstrate smart aircraft affordable design. This will include Active Aeroelastic Wing (AAW) which is a structures technology program that will demonstrate technologies that can reduce recurring aircraft costs by 10%. The AAW will demonstrate aircraft roll control through use of twisting of the wing box. This wing twist will be controlled by the aerodynamic control surfaces. Aircraft manufacturing cost is improved by reducing aircraft weight and wing strength requirements. Operating cost are lowered by wing twist tailoring to flight conditions and minimal control surface movement, reducing aerodynamic drag, thereby improving fuel efficiency. * Autonomous/Human Multiplatform Flight Operations - Multiplatform flight operations, with a mix of uninhabited and piloted air-vehicles, as well as a mix of autonomy and human operated is projected for increased applications in the years ahead. Design criteria are needed to assure safe flight operations in this multiplatform environment. Two concepts are being explored within this area, formation flight to double the performance capability of systems of aerial platforms through use of innovative remotely piloted and autonomous aircraft technologies and autonomous taxi capability for uninhabited air-vehicles. AST41 Atmospheric-Space Systems Contact: James Stewart, Dryden Flight Research Center, (661) 258-3162 This project concentrates on assisting the access to space goal through innovative applications of aeronautics technology and new, advanced technologies. New, advanced technologies will be matured in the flight environment to accelerate the transfer to the access to space. Technologies in this area include elements such as electric actuation, energy storage, advanced vehicle management systems, health management systems, and advanced aerodynamic and propulsive systems. This is a new project within the program and is still undergoing definition. Typical ideas include acceleration of electromechanical actuator technology for space applications and investment in hypersonic experiments. AST42 Innovative Transport and Testbed Experiments Contact: James Stewart, Dryden Flight Research Center, (661) 258-3162 This project concentrates on maturing small and large transport technologies and accelerating their transfer into military and civil aviation. Advanced technologies such as engine health monitoring, innovative aerodynamic configurations, and supersonic technologies are developed and evaluated in the flight environment. Partnerships with other Agencies, other NASA programs, and industry are used to gain as much synergy as possible and to accelerate technology transfer. New aerodynamic configurations, such as the Blended Wing Body, will be evaluated, starting at subscale models. Evaluating new configurations with subscale models allows the benefits of high risk configurations to be evaluated at lower cost. AST43 Flight Research Productivity Contact: James Stewart, Dryden Flight Research Center, (661) 258-3162 The objectives of this activity are (1) to conduct unique exploratory flight experiments, (2) to provide relevant data for understanding new disciplinary technologies, and (3) to provide highly effective tools and test techniques for use in flight research. Tools include software codes for analytical assessment, and flight testbeds with suites of highly sophisticated instrumentation and control system computers. Information Technology Program (IT) Lead NASA Center: Ames Research Center Program Manager: Dr. Eugene L. Tu Program Goals The primary goal of the Information Technology Program is to perform leading-edge research in (1) advanced computing systems and user environments, (2) revolutionary software technologies, and (3) pathfinding applications that enable the achievement of NASA's missions in Aerospace Technology. The IT Program will develop and demonstrate advanced technology concepts and methodologies, provide advanced validated tools and techniques, respond quickly to critical national issues, and provide the basis on which future focused programs are built. The program will be conducted in cooperation with the other base and focus programs, the U.S. industry, the Department of Defense, the Federal Aviation Administration, and the academic community. Program Projects AST44 Analytical Tools and Environments for Design (ATED) Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 This project addresses technologies that can help internal and external aerospace customers more efficiently gain access to experimental and numerical test facility data. This will require (1) the development of data fusion tools that will combine data from different sources; (2) development of immersive environments that generate only the information that is required for the design team to make decisions; (3) a human-computer interface of intelligent agents that have the capability to locate appropriate data; (4) agents that interface with various disciplines to produce understandable results; (5) intelligent computational systems and interfaces that serve as front-ends to computational codes; and (6) customized collaboration tools that facilitate design decisions involving remote, geographically-dispersed and cross-discipline team members. AST45 Integrated Instrumentation and Testing Systems (IITS) Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 The IITS element focuses on key implementations and demonstrations of technology applications in the following product areas: (1) integrated instrumentation suites with test facility data and control systems, (2) advanced instrumentation and test techniques to better understand system performance and to compare and validate computational fluid dynamic models, and (3) complete remote access to the integrated knowledge sources associated with test processes and databased information. The most significant impact of IITS is the improvement of design cycles by better utilization of experimental test processes. The emphasis of IITS is to provide near real-time access to previously unavailable experimental data. AST46 Intelligent System Controls and Operations (ISCO) Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 The ISCO project seeks to develop technologies that will reduce major causes of accidents in flight critical, human error, weather, and system-wide monitoring aspects within the National Airspace System, in addition to dramatically reducing system/subsystem development cost and time. These technologies will be developed in a generic sense in order to be applicable to a wide class of aerospace vehicles including commercial transports, high performance military aircraft, hypersonic vehicles, remotely piloted or unmanned concepts, rotorcraft, reusable launch vehicles, and autonomous planetary aircraft. The ultimate aim is to leverage information technologies and core competencies in soft computing and computational intelligence to support NASA's AerospaceTechnology Enterprise in achieving broader Agency goals over the next five years. Specific activities conducted within ISCO: * Intelligent Flight Control (IFC): The objective of the IFC task is to develop next generation neural flight controllers using enhanced neural network adaptive control algorithms and interface technologies. These controllers will be developed to exhibit higher levels of adaptivity and autonomy, than current state-of-the-art systems. Such next-generation neural flight controllers will be capable of automatically compensating for broad spectrum of damage or failures, controlling remote or autonomous vehicles, and reducing costs associated with flight control law development. * Intelligent Health and Safety Monitoring (IHASM): The primary focus of this research is to develop information processing software, of a generic nature, that may be used in next generation aerospace vehicles to detect, isolate, or rectify imminent or foreseeable component malfunctions. This technology will improve aircrew caution/warning advisories, provide input to adaptive flight/propulsion control systems, or trigger on-condition ground maintenance. * Propulsion Control and Health Monitoring (PCHM): This task involves developing and validating advanced instrumentation, health monitoring and control system technologies that are critical to enhancing the safety, reliability and operability of aircraft propulsion systems. These technologies will provide enhanced fault diagnostics capabilities that will allow quick detection and isolation of faulty engine components, thus avoiding costly delays in airplane departures. PCHM will also enable engine component maintenance to be performed on a need basis rather than on a pre-set schedule basis. * Data Sharing (DS): The objective of the ISCO Data Sharing task is to develop the technology to support a System-Wide Monitoring capability for the National Aviation System (NAS). The purpose this monitoring is to provide air carriers, air traffic management, manufacturers, and other air services providers with regular, accurate, and insightful measures of the health, performance, and safety of the NAS. System-wide capabilities will also provide technology and procedure developers with reliable predictions of the effects of any changes they may introduce into the aviation system. AST47 Software Integrity, Productivity and Security (SIPS) Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 The SIPS project will develop technologies and tools that significantly enhance the safety of digital aeronautics systems and the productivity of engineers who develop these systems. SIPS research includes formal methods for requirements and design specification, automated code generation, high-assurance design techniques, secure communications systems, and appropriate verification and validation methods for these exciting new technologies. Primary SIPS tasks: * The Formal Methods Applications task is investigating the use of mathematical specification and verification of software requirements and design, as a means of greatly increasing the reliability of digital avionics systems. * The High-Assurance Software Design task is investigating and developing tools to increase the integrity and reliability of software for safety-critical and mission-critical flight applications. * The Program Synthesis task is investigating efficient algorithms for automated high-assurance generation of software designs and code from requirements and specifications. * The Information Integrity task will improve the reliability of the information transferred throughout National Airspace System, as digital communication replaces analog communication. A secure and reliable communications system is needed to enable the automation of complex interactions among human ground controllers, pilots, enhanced cockpit avionics technology, and the aircraft themselves. * The Advanced IT Concepts task sponsors NASA Research Announcements (NRAs) to identify and sponsor research in the academia and industry communities in support of the IT Base Projects and new opportunity areas. AST48 Advanced Computing Technology (ACNS) Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 The Advanced Computing Technology investment area responds to the requirements of the Information Technology Program and the AerospaceTechnology Enterprise by investing in simulation-based approaches to aerospace vehicle design, manufacture, and operations. The overarching goal of this investment area is to create an information systems infrastructure that dynamically constructs a supercomputing environment with far greater performance at far lower cost than is available today. The goal is driven by the need to achieve a new plateau in the use of computers for aerospace design. Primary ACNS Components: * An "Information Power Grid" to integrate a widely distributed and diverse set of computing resources into a secure, useful system * Local high end computing, mass storage systems, networks and infrastructure * Long-term research in future computing devices and systems, such as computational nanotechnology, device modeling and hybrid multithreaded architectures Rotorcraft Program Lead Center: Ames Research Center Program Director: Dr. John J. Coy Program Goals The Rotorcraft R&T Base Program pioneers the identification, development, verification, transfer, and application of high-payoff rotorcraft technologies. Overall, the program matures promising new rotorcraft technologies into practical, ready-for-application technologies. The NASA Rotorcraft R&T Base Program conducts research at three NASA AerospaceCenters (Ames Research Center, Langley Research Center, and Glenn Research Center), and is managed at Ames Research Center. Program Projects AST49 Project DEAR: Design for Efficient and Affordable Rotorcraft Contact: Dr. John J. Coy, Ames Research Center, (650) 604-3122 The DEAR Project of the Rotorcraft Program is directed at design tools to meet the goal of reducing the development cycle for rotorcraft by 50%. Secondary and related goals are: reduce the cost of air travel in rotorcraft by 25% within 10 years; provide fundamental technology development, world-class facilities, and technical expertise to maintain the operational dominance of U.S. military aircraft while reducing their life-cycle costs by 25% within ten years, and by 50% within 25 years. To accomplish these goals, DEAR addresses three technical areas, which are focused on reducing development time (primary focus) and reducing cost (secondary focus). The first area is the development, validation, and insertion into the industry design cycle of validated aeromechanics computational models and design tools. The second is the development of rotor design concepts, which significantly increase performance and efficiency while reducing vibratory loads. The third area is the development of tools and design concepts for the implementation of low-cost, reliable, and efficient composite structures in the rotorcraft design process. AST50 Project SILNT: Select Integrated Low-Noise Technologies Contact: Dr. John J. Coy, Ames Research Center, (650) 604-3122 Due to the increasing importance of rotorcraft noise to the health of the U.S. helicopter industry and to the environmental quality of our nation's communities, the Selected Integrated Low-Noise Technologies (SILNT) project of the Rotorcraft Program is aimed at reducing the environmental impact of rotorcraft while improving both passenger and community acceptance of rotorcraft operations. To accomplish these goals, the SILNT project is currently investing in the following critical areas: * Low Noise Drive Systems: Efforts in this investment area are devoted to the physical understanding and control of rotorcraft transmission gear noise, in order to reduce the noise and vibration entering the interior environment of the aircraft's cabin. * Low Noise and Vibration Rotor Systems: Current research efforts in this investment area focus on effective noise and vibration reduction technologies for the rotor system. A portfolio of technologies will be examined that includes both low and high-risk concepts, as well as both emerging and maturing technologies. In addition, the ability to design and predict the behavior of these advanced concepts is being developed. * Low Noise Operations: A dedicated effort will be undertaken to develop, validate, and assess tools to design specialized flight operations that minimize noise impact, do not require any retrofitting of equipment or technology onto the aircraft, and thus are a very low-cost approach to noise reduction. The results of this activity should produce flight procedures that are quiet, safe, and easy to fly. AST51 Project SAFOR: Safe All-Weather Flight Operations for Rotorcraft Contact: Dr. John J. Coy, Ames Research Center, (650) 604-3122 Intensified public and regulatory demands for greater safety in air travel present a major challenge for the rotorcraft community. Not only do the inherent vehicle design and reliability issues differ significantly between fixed-wing and rotorcraft, but their unique capabilities result in exposure to a significantly different, arguably more risk-prone, operational environment. The Safe All-Weather Flight Operations for Rotorcraft (SAFOR) project has as its primary goal reducing the rate of fatal rotorcraft accidents by a factor of five by the year 2007 and by a factor of 10 by the year 2022. The major challenges faced by the rotorcraft portion of this agency-wide goal are to identify accident precursors and to develop affordable solutions for the most common problems (e.g., collision with terrain, loss of control in-flight, engine/drive system failure, and loss of situation awareness). These challenges will be met by a combination of technologies that target accident prevention, intervention, and mitigation. * Drive Systems Technologies focus primarily on accident prevention and mitigation. A substantial portion of the drive systems work concentrates on developing the physical models and design tools to enable the design of ultra-safe and highly reliable transmission and drive systems. Another portion of the drive systems work focuses on developing the technologies to detect and diagnose damage in the drive systems and to predict and ultimately manage remaining system life. Modeling activities described above are validated at test facilities located at Glenn Research Center. * Flight Control and Guidance Technologies targets accident prevention, intervention, and mitigation by developing and disseminating to industry control-system design tools that integrate flight mechanics simulation models, flight-test validation tools, and design constraints. In addition, flight-test and design techniques are developed to facilitate rapid certification of safe designs and methods of detecting the approach to critical flight envelope limits and then cueing the pilot to avoid exceeding such limits. * Situation Awareness and Information Displays is focused on accident prevention and intervention. An initial effort identified the primary classes and causes of rotorcraft accidents, estimating the potential benefits of technology solutions to provide guidance for the rest of the Safety Investment Area. Other activities include: modeling and measuring pilot's situation awareness; developing integrated displays of relevant information to maintain pilot's situation awareness, enabling safe recovery from unexpected loss of critical systems, pilot errors, environmental threats, and developing and disseminating improved training materials, methods, and devices. AST52 Project FRIAR: Fast Response for Industry Assistance Requests Contact: Dr. John J. Coy, Ames Research Center, (650) 604-3122 The FRIAR (Fast Response for Industry Assistance Requests) project responds to the near-term technology development needs of the U.S. rotorcraft community, and enables the other projects of the Rotorcraft Program to focus more on the longer-term high-risk objectives. The primary component of the FRIAR Project is the National Rotorcraft Technology Center (NRTC), a unique government, industry and academic partnership. NASA, the Army, the Navy and the FAA are government participants in NRTC; Bell Helicopter Textron, Boeing Space and Defense Group, and Sikorsky Aircraft are industry's principal members of the Rotorcraft Industry Technology Association (RITA), a non-profit corporation (and focal point) formed for this purpose. Focused Programs Aviation Safety Program (AvSP) Lead NASA Center: Langley Research Center Program Director: Michael S. Lewis Program Goals As part of the overall NASA Aviation Safety Initiative, the Aviation Safety Program (AvSP) will provide research and technology products needed to help the FAA and the aerospace industry develop and demonstrate technologies that contribute to a reduction in aviation accident and fatality rates by a factor of 5 by year 2007 and by a factor of 10 by year 2022. Program Projects AST53 Aviation System Monitoring and Modeling Contact: Michael S. Lewis, Langley Research Center, 757-864-9100 The Aviation System Monitoring and Modeling (ASMM) goal is to provide decision makers in air carriers, air traffic management, and other air services providers with regular, accurate, and insightful measures of the health, performance, and safety of the National Aviation System (NAS). ASMM outputs will also provide technology and procedure developers with reliable predictions of the system-wide effects of the changes they are introducing into the aviation system. This capability will enable definition of operational and safety trends and the identification of developing conditions that could compromise NAS safety. It will also allow industry-wide, and eventually world-wide, proactive approach to identification and alleviation of life-threatening aviation conditions and events. The three-fold approach of ASMM is to: (1) develop systems and tools to provide data pertaining to all aspects of the NAS, (2) develop tools to analyze and characterize the NAS and identify situations that may indicate changes to levels of safety, and (3) provide world-wide capabilities to obtain, access, and share relevant data on the NAS to the aviation community. The key attribute of all tools developed is to facilitate efficient and insightful analyses of all relevant data to identify causal factors, accident precursors, and unsuspected features in the data collected pertaining to the health, performance, and safety of the NAS. AST54 System-Wide Accident Prevention Contact: Michael S. Lewis, Langley Research Center, 757-864-9100 The System-Wide Accident Prevention (SWAP) goal is to address aviation safety issues associated with human error and procedural non-compliance. Human error is attributed as a factor in 60-80% of aviation accidents, depending on estimate sources. Reducing or mitigating human error effects will result in significant in aviation accident rate reductions. This element will pursue research activities in the following areas: (1) Human Error Modeling, (2) Maintenance Human Factors, and (3) Training. Human Error Modeling will develop predictive capabilities to identify likely error vulnerabilities in human/system operation. This will involve developing better understanding of the contexts in which errors occur, their potential causes, and candidate solutions to reduce or mitigate their effects. Maintenance Human Factors will develop products that support improved maintenance operations. Maintenance error is often latent and thus difficult to identify, track, and analyze. The situation is exacerbated by human factors issues that arise from numerous changes in maintenance operations. Document design tools provide a direct defense against procedural errors by aiding maintenance engineers and managers in systematically evaluating and enhancing maintenance procedures and by providing maintenance technicians a means of feeding back improvements to the organization. Maintenance Resource Management (MRM) training guidance and tools help industry to establish standards and performance metrics for MRM training and to focus and direct the development of training materials that address high priority human factors domains that are critical to maintenance safety. Training will develop more effective training procedures and aids, thus providing better tools for enabling crews to reduce errors with existing systems, to safely conduct a wide range of normal operations, and to effectively manage unanticipated abnormal situations. Training, and thus safety, can be improved by developing better methods for conveying knowledge and skills and by elucidating the root causes of human error. These improvements will be effected through the development of specific training curricula, simulations, and crew performance measurement techniques. AST55 Single Aircraft Accident Prevention Contact: Michael S. Lewis, Langley Research Center, 757-864-9100 The Single Aircraft Accident Prevention (SAAP) goal is to develop and support the implementation of technologies onboard an aircraft or have airborne system applications that will reduce the fatal accident rate in accordance with program goals. Based upon current accident data, the leading accident categories that the SAAP element will address are Controlled Flight Into Terrain (CFIT), Loss of Control in Flight, and Runway Incursion (RI) type accidents. Human factor issues and considerations cut across all of these categories and will be an integral part of the technology development process. Vehicle classes primarily addressed in the SAAP element are transports and general aviation (GA). The GA vehicle class will include technology applications specific to both the high-end GA aircraft such as high performance business jets and commuters, and low-end vehicles such as single engine piston aircraft. This element will pursue research activities in the following technology areas: (1) Health Management and Flight Critical Systems Design, (2) Precision Approach and Landing Information, and (3) Control Upset Management. Health Management and Flight Critical Systems Design will develop intervention techniques that stop system/component failures before occurrence, or provide decision aiding cues to the crew in the event of a system failure. Precision Approach and Landing will advance technologies to prevent CFIT and RI type accidents by improving the flight crew's position situational awareness during the approach and landing phase of flight. These activities are closely integrated with the Synthetic Vision Display activity under the Weather Accident Prevention element. The SAAP activity will focus on the infrastructure and certification issues for use of a synthetic vision concept as a precision approach and landing guidance system. The Weather activity will focus on display configurations and associated human performance criteria for effectively re-creating the external environment. Both activities are required to realize the full safety potential of synthetic vision systems on aircraft. Control Upset Management will develop technologies to prevent loss of control type accidents due to aircraft upset after inadvertently entering an extreme or abnormal flight attitude. Loss of control as considered by this element may be due to turbulent weather, pilot disorientation, or a control system failure. Close coordination with other L2 elements is required to ensure the technology development activities for control system failure detection, pilot interfaces, and information transfer techniques are synergistic. AST56 Weather Accident Prevention Contact: Michael S. Lewis, Langley Research Center, 757-864-9100 The Weather Accident Prevention (WxAP) goal is to develop and support the implementation of technologies that will reduce the fatal accident rate induced by weather hazards. This reduction is to be accomplished for commercial, general aviation and rotorcraft sectors, given projected capacity increases and while either maintaining or improving efficiency. Weather is a factor in approximately 30% of aviation accidents. In addition, the majority of CFIT and GA "Loss of Control" accidents are considered to be visibility-induced crew error, where better weather information or better pilot vision would have been a substantial mitigating factor. The key objective of this research element is to provide a complete weather information and situational awareness to pilots and ground operators in any atmospheric condition that affects the operation and safety of an aircraft in flight or on the ground. The WxAP element will pursue research activities in the following technology areas: (1) Aviation Weather Information Distribution and Presentation, (2) Synthetic Vision Display, and (3) Turbulence Detection and Mitigation. Aviation Weather Information Distribution and Presentation will develop technologies that provide high fidelity, timely and intuitive information to pilots, dispatchers, and ATC to enable the detection and avoidance of atmospheric hazards. Synthetic Vision Display will focus on technologies that enhance a pilot's situational awareness in low visibility conditions. Current accident data indicate a leading cause for GA loss of control accidents are due to pilot disorientation after inadvertent flight into low visibility weather conditions. Turbulence Detection and Mitigation will enhance forecasting tools, develop a total detection system and flight control techniques to mitigate the consequence of upsets due to all types of turbulence encounters, including Clear Air Turbulence (CAT). AST57 Accident Mitigation Contact: Michael S. Lewis, Langley Research Center, 757-864-9100 The Accident Mitigation (AM) goal is to develop, enable, and promote the implementation of technology that will increase the human survival rate in survivable accidents, and to prevent in-flight fires. To reach the national goal of reducing fatalities, the number of survivors must be increased in accidents that are of the severity level where some, but not all, passengers survive. Data show that for transports, half of all accidents involve serious injury and/or fatality, and half of those accidents are survivable (i.e., greater than 3 survivors). Fatalities are the result of impact factors, fire/smoke, or some combination of both (e.g., non-fatal injuries that prevent escape, leading to being overcome by smoke). Further, in-flight fires account for 5% of all fatalities. Based on this background, the overall approach in AM is to reduce the physical crash dynamics hazards, minimize fire effects in order to allow more time for evacuation, and reliably detect/suppress in-flight fires. The AM element is targeted to all classes of aircraft. It should be noted that in the rotorcraft community, great progress has been made in making rotorcraft more crashworthy. Fuel-fire prevention is presently limited to Jet-A fueled aircraft. The AM Level 2 activities will address the following areas: (1) Systems Approach to Crashworthiness (including Crash Resistant Fuel Systems) and (2) Fire Prevention. Systems Approach to Crashworthiness will seek to limit hazards by focusing on the impact and crash dynamics factors in accidents. A systems approach is required due to the significant interaction between contributing elements. Crash Survivability is a function of impact flight conditions, impact surface, airframe response, seat response, restraint system performance, and occupant response. Thus, the objectives are to improve crashworthiness by a systems approach that includes validated analysis methodology, new structural concepts and materials, safer cabin interiors, advanced restraint equipment, and design and injury criteria to enhance crash safety. Additionally, the objective to minimize post-crash fires will be approached by developing technology (and leveraging DOD technology) to minimize fuel system spillage in a crash situation. Fire Prevention will develop, leverage, and demonstrate technology for limiting hazards due to fire. Fire-related accident mitigation falls into two categories - post-accident and in-flight. In the former, humans are overcome by smoke (or the fire itself), before they can escape. Such fires are often fed by pools of spilled fuel on the ground, and involve combustion of cabin interior materials as well. The latter category involves fuel-related explosions, as well as detection and suppression of fires within the cargo hold or cabin. Preliminary data indicate that present detection technology involves an unacceptably high rate of false alarms. Thus, the objectives are to prevent post-crash, fuel-fed fires and in-flight fuel-related fires (explosions) via fuel modifications or inerting, minimize the fire-heat release from cabin materials, and reliably detect and suppress cargo compartment fires. Aviation System Capacity Program (ASC) Lead NASA Center: Ames Research Center Program Manager: Dr. Robert Jacobsen Program Goals The primary goal of the Aviation System Capacity Program is to safely enable major increases in the capacity of major US and International Airports through both modernization and improvements in the Air Traffic Management System and the introduction of new vehicle classes and aircraft systems which can potentially reduce congestion. NASA's Aviation System Capacity Program and its projects, in partnership with the Federal Aviation Administration, supports the AerospaceTechnology Enterprise's enabling technology objective: "While maintaining safety, triple the aviation system throughput, in all weather conditions, within 10 years." The objectives of the Aviation System Capacity Program are to develop, validate and transfer advanced concepts, technologies, and operational concepts that will enable new aircraft, as well as the implementation of operational concepts and their associated decision support tools, procedures, and hardware systems to maximize capacity, efficiency, and flexibility of safe operations in the National Airspace System. Program Projects AST58 Advanced Air Transportation Technologies (AATT) Project Contact: Dr. Robert Jacobsen, Ames Research Center, 650-604-3743 The users of the NAS believe that the current tightly controlled operations impose a severe financial burden on them that could be significantly mitigated if the system would permit greater user preferences in a larger portion of the airspace. Allowing users the freedom to select their own flight paths is referred to as "Free Flight." In the "Free Flight" concept each aircraft flies a dynamic, optimum flight path; making full use of on-board systems. The essential idea is to not simply optimize the system, but to open the system to allow users to self-optimize to meet their objectives. While it is recognized that the flexibility at the heart of free flight might more easily be achievable in regions where the aircraft density is relatively low, such as in en route airspace, the problems associated with introducing free flight increase as the density of operations increases. While improvements are possible at the busiest airports, capacity-constrained operations will continue to be a reality for the foreseeable future. In response to the needs discussed above and in alliance with the FAA, the goals of the Advanced Air Transportation Technologies (AATT) element are to enable substantial increases in the effectiveness (efficiency, capacity, flexibility, predictability and safety) of the national and global air transportation system in order to: * improve the service provided by the nation's air transportation infrastructure * reduce energy consumption and emissions * enable the increased use of capital investments and U.S. aircraft sales abroad AST59 Terminal Area Productivity (TAP) Project Contact: Dr. Robert Jacobsen, Ames Research Center, 650-604-3743 The gap between the aviation industry's desired capacity and the ability of the National Airspace System to handle the increased air traffic is growing. The FAA reported that currently 23 of the largest U.S. airports experience more than 20,000 hours of delays each year. By the year 2000, 40 major airports are likely to be experiencing delays of this magnitude. Furthermore, air traffic delays were estimated to cost $3 billion for airline operations and $6 billion for passenger delays in 1990, and based on current trends, costs are projected to increase 50 percent by 2000. Between 1990 and 1993, an average of 312,000 flights were delayed 15 minutes or more, 64 percent due to poor weather, 28 percent to congestion, and 8 percent for other reasons. Delays occur when airport terminal operations are required to be reduced during instrument-weather, or non-visual, conditions and the inefficiencies associated with both single and multiple runway operations. The goal of the Terminal Area Productivity (TAP) Project is to achieve safe clear-weather airport capacity in clear weather conditions (IMC). The objectives are to: * Increase current non-visual operations for single runway throughput 12-15%. * Reduce lateral spacing below 3400 feet for independent operations on parallel runways * Demonstrate equivalent instrument/clear weather runway occupancy time. AST60 Short-Haul Civil Tilt-rotor (SHCT) Project Contact: Dr. Robert Jacobsen, Ames Research Center, 650-604-3743 Civil tiltrotor technologies offer a unique opportunity to create a new aircraft market while off-loading a large portion of the short-haul traffic from major airports. Studies conducted by Boeing Commercial Aircraft for NASA and the FAA and by various state and local transportation authorities (e.g., Port of New York and New Jersey Authority) have shown the civil tiltrotor to be a viable candidate for air traffic congestion relief. The Boeing market study projects a free world requirement for more than 2600 civil tiltrotors by the year 2000, growing to 4000 aircraft by the year 2010. Based on this study, a commercially viable U.S. manufactured tiltrotor could potentially provide an order of magnitude increase ($5 to 7 billion per year) in revenue sales including substantial exports for the U.S. civil rotorcraft manufacturing industry. This market opportunity can be realized only with a market responsive vehicle, the ground infrastructure to support an economical tiltrotor operation, and the ATC infrastructure to support an efficient tiltrotor operation. While there are many factors other than technology that will influence each of these inhibitors, the vehicle technology is one of the highest priorities because it has a first order effect on all of the areas. Without new vehicle technology it will be impossible to design a truly market responsive aircraft. The goal of the NASA Short-Haul Civil Tiltrotor Project is to develop the most critical technologies for overcoming the inhibitors to a civil tiltrotor aircraft operating within the air transportation system. There are two major benefits of a SHCT: * Significant reduction in door-to-door trip times for passengers by circumventing ground and air congestion * Expansion of the capacity and reduction of the runway congestion at the busiest airports by permitting some short-haul traffic (trips of less than 500 miles) to shift to tiltrotors, freeing runway space for larger aircraft Delay reductions would occur as airlines reduced the number of fixed-wing flights in proportion to the number of passengers diverted from jet and turboprop operations to civil tilt-rotor operations. The objectives of the Civil Tiltrotor Project are to develop the most critical vehicle technologies for a civil tiltrotor: * Efficient, low-noise proprotor; * Integrated cockpit for minimum pilot workload during low-noise approaches and departures near congested terminal areas * Safe and cost effective one-engine-inoperative emergency contingency power capability. Community acceptance of civil tiltrotor aircraft requires meeting the FAA-recommended noise criterion of 65 dB day/night level or less outside the area owned or controlled by the vertiport. Low-noise rotor technology and flight procedures will be developed by: identifying and analyzing advanced low-noise proprotor concepts; building small- and medium-scale models for wind tunnel tests; and acoustic flight testing of the V-22 and XV-15 aircraft to build a database and develop low-noise procedures. One aspect of safety of flight in the terminal area of a city-based vertiport in complex, low-noise approaches may be required to further reduce noise impact on communities. A second critical aspect is safe flight operation of the aircraft should one engine fail in flight. New cockpit and engine technology will assure flight safety in the terminal area including Level 1 handling qualities during complex, low-noise approaches and contingency power technology that is safe and provides significant cost advantages over current approaches to one-engine-operation. The approach is to develop: * A comprehensive simulation on NASA's Vertical Motion Simulator with fully integrated cockpit and low-noise proprotor * Study and evaluate limited-duration engine power boost concepts, and designing, fabricating and testing the most promising concepts The three primary deliverables are: (1) large-scale database for validation of a design for noise capability and noise reduction potential, (2) comprehensive mission simulation database for integrated cockpit and low-noise operating procedures, and (3) viable contingency power concepts meeting requirements for minimum vehicle cost. Future-X Pathfinder Lead Center: Marshall Space Flight Center Program Manager: John London Program Goals The objective of the Future-X Pathfinder Program is to flight demonstrate advanced space transportation technologies through the use of flight experiments and experimental vehicles. The Program supports the 1996 National Space Transportation Policy's goal of dramatically reducing the cost of access to space through the development and flight demonstration of advanced space transportation technology. The Program leverages NASA's Advanced Space Transportation Program (ASTP) which develops and ground demonstrates emerging core and focused space transportation technologies. The Program seeks to substantially reduce the cost of space access and to support commercial, NASA mission unique, and Department of Defense space transportation requirements. The Future-X Pathfinder Program is aligned within NASA's Office of AerospaceTechnology (OAT) Enterprise. Specific goals are to achieve a ten-fold reduction in the cost of placing payloads in low-Earth orbit in the next decade and an additional ten-fold cost reduction in the decade beyond. Future-X Pathfinder will also support a wide range of technology requirements for Earth-to-orbit and in-space transportation systems. Future-X Pathfinder will provide flight-tested technologies needed for lower cost, more reliable, simpler, and more operable space transportation systems. Program Projects The Future-X/Pathfinder Program flight demonstrates technologies associated with improved operability, increased reliability and reduced costs for access to space. Future-X Pathfinder class demonstrations are relatively inexpensive (nominally $100M), are driven by technology, and are executed every one to two years. Pathfinders can include small experimental flight demonstration vehicles or less expensive flight experiments. The Future-X/Pathfinder Program includes the following technologies: AST61 Graphite epoxy composite airframes Graphite epoxy composite airframes including primary structure, aerosurfaces, and thrust structures. Modular designs are intended to improve maintainability; and high design margins should greatly reduce the inspection requirements. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST62 Reusable composite kerosene and liquid oxygen propellant tanks Reusable composite kerosene and liquid oxygen propellant tanks represent technology that has never been flown and could be of considerable value to future reusable launch vehicles due to weight reductions. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST63 Ceramic thermal protection systems New ceramic thermal protection systems are far less expensive than either the current Shuttle ceramics or an advanced metallic system. It remains to be demonstrated how well turnaround refurbishing and maintenance can be accomplished in the RLV repetitive flight environment and how well the systems will perform in adverse weather including rain. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST64 Advanced guidance, navigation and control technologies Advanced guidance, navigation and control technologies will improve performance and allow rapid turnaround. It must be demonstrated that the Program objectives can be met while still meeting the requirements for accurate and reliable automatic navigation, guidance, all-weather autonomous landing, and safe abort capability. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST65 Health management technologies Health management technologies such as neural net inference engines and sensor data fusion algorithms will provide further support to accomplishment of the streamlined maintenance and efficient turnaround capability. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST66 Flush air data systems Flush air data systems will be depended upon for inputs essential to flight control, navigation, and landing. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST67 Tether propulsion systems A tether propulsion system will be used to demonstrate propellant-less propulsion. Since such a system requires no propellants, the required mass to orbit is reduced significantly. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST68 Flight Demonstration Vehicles X-34 The specific objective of the X-34 Project is to demonstrate, in relevant flight environments, key operational and vehicle technologies which will ultimately lead to reductions in space launch costs. The key technologies include both those embedded in the X-34 vehicle design as well as technologies which will be hosted aboard the vehicle as test articles or experiments. Embedded technologies include composite structures and propellant tanks, advanced low cost thermal protection systems (TPS), low cost avionics including differential Global Positioning System (GPS) and integrated GPS/Inertial Navigation System (INS), and flush air data systems. Hosted experiments include demonstration of an autonomous abort capability, an advanced integrated vehicle health management system, and advanced thermal protection experiments. X-37 The specific objective of the X-37 Project is to demonstrate, in relevant flight environments, key operational and vehicle technologies which will ultimately lead to reductions in space launch costs. The key technologies include 32 embedded in the X-37 vehicle design as well as 8 technologies that will be hosted aboard the vehicle as test articles or experiments. These technologies address areas such as thermal protection systems (TPS), propulsion, and operations. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST69 Autonomous Abort Landing System * Technology -- Development and integration of onboard real-time mission planning and robust guidance and control for low mach flight. Will reduce number of ground personnel for flight planning and reduce risk of vehicle loss in aborts. * Description -- Software package. After demo it will be permanent part of operational software. * To be flown on X-34 in latter stages of the currently scheduled test flight series. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST70 Sharp-B2 * Technology -- Sharp, passive, Ultra High Temperature Ceramic (UHTC) leading edge in relevant entry environments. * Description -- A modified Mk12A re-entry vehicle with four sharp leading edges, retractable strakes (0.039" radius) made of UHTC. To be flown on Minuteman III launch vehicle and recovered (water recovery). Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST71 Propulsive Small Expendable Deployer System (ProSEDS) * Technology -- Will demonstrate use of electrodynamic tethers to provide propulsion in space without the use of propellants. * Description -- Device will deploy a 5 km bare wire tether coupled to a 10 km nonconducting tether. Earth's magnetic field will accelerate the wire and raise/lower orbit of a Delta II second stage. To be flown as a secondary payload on Delta II Upper Stage in August 2000. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST72 Integrated Vehicle Health Monitoring (IVHM) * Technology -- Experiment will integrate components that have been separately developed to build an integrated VHM capability. Will lead to reduced turnaround time and ops cost of RLV's. * Description -- Components include propulsion system diagnostic/prognostic system, RLV engine monitoring system, condition-based monitoring, and data fusion. * To be flown on X-34 Vehicle. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST73 Cryogenic Propellant Gauge * Technology -- Will demonstrate that Compression Mass Gauging is an accurate method of determining quantity of cryogenic liquid in space, reducing weight of upper stages and prop tanks. * Description -- Uses an oscillating bellows to compress tank vapor and measures pressure changes to determine liquid mass. * Will be integrated in the USAF Solar Orbit Transfer Vehicle Space Experiment LH2 tank in October 2001. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST74 Small Payload Experiment * Technology -- Will demonstrate a small, generic, cheap, robust spacecraft kernel ("bitsy") to manage power, attitude control, command, data handling, and communications. Eliminates need to design and build unique spacecraft components, reducing cost. * Description -- "Bitsy" is integrated from qualified subsystems (developed under contract to USAF). * Will fly as a free-flyer, Hitchhiker Payload, 2nd or 3rd Qtr FY01. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST75 Hall Effect Thruster * Technology -- Will demonstrate Hall Thruster effect technology, modular Power Processing Unit, and an updated xeon feed system. Will decrease payload propellant loading. * Description -- A ground qualified upgraded T160E Hall Effect Thruster will be integrated onto a Russian communications satellite for station keeping and determination of plume interaction. * To be flown on a Russian Express-A3 communications satellite in FY2000. Contact: John London, Marshall Space Flight Center, (256) 572-0914 AST76 Composite LOX Tank * Technology -- Reusable composite Liquid Oxygen Tank in relevant environments. * Description -- A composite Liquid Oxygen Tank will be developed and integrated into the X-34 technology demonstrator vehicle. The tank will be flown in relevant environments and will be reused a number of times. Contact: John London, Marshall Space Flight Center, (256) 572-0914 High Performance Computing and Communications (HPCC) Program Lead NASA Center: Ames Research Center Program Manager: Eugene L. Tu Program Goals The NASA HPCC Program is a central element of NASA's effort to engage high performance computing and communications technologies to achieve NASA's aggressive mission goals. NASA's specific HPCC goals are (1) to accelerate the development, application and transfer of high performance computing capabilities and computer communications technologies to meet the engineering and science needs of the U.S. aerospace, Earth and space sciences, spaceborne research, and education communities and (2) accelerate the distribution of technologies to the American public. The program provides leadership in the development of software and algorithms for high-end computing and communication systems that will increase system effectiveness and support the development of high-performance, interoperable, and portable computational tools. As HPCC technologies are developed, NASA will use them to address its computational aerospace transportation systems, Earth science, and space science research challenges. These challenges require significant increases in computational power, network speed, and the system software required to make these resources effective in real-world science and engineering environments. NASA's research problems include improving the design and operation of advanced aerospace transportation systems, enabling people at remote locations to communicate more effectively and share information, increasing scientists' abilities to model the Earth's climate and predict global environmental trends, further our understanding of our cosmic origins and destiny, and improving the capabilities of advanced spacecraft to explore the Earth and solar system. Furthermore, the NASA HPCC Program supports research, development, and prototyping of technology and tools for education, with a focus on making NASA's data and knowledge accessible to America's students. In support of these objectives, the NASA HPCC Program develops, demonstrates, and prototypes advanced technology concepts and methodologies, provides validated tools and techniques, responds quickly to critical national issues, facilitates the infusion of key technologies into NASA missions activities and the national engineering, science and education communities, and makes these technologies available to the American public. The Program is conducted in cooperation with other U.S. Government programs, the U.S. industry, and the academic community. Program Projects HPCC is a computing and communications research program that pursues technologies at various levels of maturity. Applications in the areas of aerospace technology, Earth science, space science, and education are used as drivers of HPCC's computational and communication technology research, providing the requirements context for the work that is done. The HPCC Program is coordinated through the AerospaceTechnology Enterprise and is managed by NASA Ames Research Center. The Program has been organized into five customer-focused Projects which strive to develop, demonstrate, and infuse into customer processes integrated systems of application, system software, and testbeds which, in total, meet the overall HPCC Program goal and each of the customer impact and technical objectives. AST77 Computational Aerospace Sciences (CAS) Project Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 CAS addresses the high end computing needs of the NASA AerospaceTechnology Enterprise and the extended aerospace community, including other government agencies, industry, and academia. The CAS goal is to enable improvements to NASA technologies and capabilities in aerospace transportation through the development and application of high performance computing technologies, transferring these technologies to NASA and the broader aerospace community. This will provide the aerospace community with key tools necessary to reduce design cycle times and increase fidelity in order to improve the safety, efficiency, and capability of future aerospace vehicles and systems. The CAS Project works with other Aerospace Technology Enterprise programs and the extended aerospace community to select high priority areas that have bottlenecks or limits that could be addressed through the application of high end computing. These challenging, customer-focused applications guide efforts on advancing aerospace algorithms and applications, system software, and computing machinery. These advances are then combined to demonstrate significant improvements in overall system performance and capability. AST78 Earth and Space Science (ESS) Project Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 ESS develops generic tools to demonstrate high end computational modeling to further our understanding and ability to predict the dynamic interaction of physical, chemical, and biological processes affecting the Earth, the solar-terrestrial environment, and the universe. This means new understanding of the formations, distances and revolutions of the celestial bodies, heliospheric dynamics, protecting satellites from solar activity and predicting climate change. The computing techniques developed as a part of the ESS Project will further the development of an integrated suite of multidisciplinary models and computational tools leading ultimately to scalable global climate simulations and to the solution of highly energetic multiple-scale problems associated with space and astrophysics. These modeling tools provide computing capacity and enhanced software coding through the use of software engineering techniques. They increase computational performance affected by areas such as memory latency and cache coherence. The HPCC ESS project will ensure the migration of numerical models to lower cost commodity based platforms and address technology infusion into scientific needs. The ESS project will provide R&D technology and research tools for applications needs that may be extended through other enterprises activities to the public, state and local governments. AST79 Remote Exploration and Experimentation (REE) Project Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 NASA and DOD requirements for space-capable computing technology are becoming more demanding, especially with regard to available power and cooling, performance, reliability, and cost. The REE project seeks to leverage the considerable investment by the ground based computing industry to bring supercomputing technologies into space within the constraints imposed by that environment. The availability of onboard computing capability will enable a new way of doing science in space at significantly reduced overall cost. This technology will embrace architectures scalable from sub-watt systems to hundred-watt systems that support a wide range of missions, from Earth observing missions to deep space missions lasting ten years or more. Earth observing missions are typically conducted in a data-rich/power-rich environment with sensors capable of producing gigabits of data per second. Deep space missions require ultra-low-power and low-mass systems capable of autonomous control of complex robotic functions. These space-based systems must be highly reliable and fault tolerant under space radiation conditions. The goals of the REE are to 1) demonstrate a process for rapidly transferring commercial high-performance computing technology into low power, fault tolerant architectures for space; and 2) demonstrate that high-performance onboard processing capability enables a new class of science investigation and highly autonomous remote operation. AST80 Learning Technology (LT) Project Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 LT uses NASA's inspiring mission, unique facilities, and specialized workforce in conjunction with the best emerging technologies to promote excellence in America's educational system. LT directly supports the NASA Education Division goals and objectives, including those of the Educational Technology Program. LT continues to promote computer and network literacy. LT enhances the public's scientific and technical familiarity, competence, and literacy through internet based NASA projects in an interactive network environment. LT has contributed dozens of legacy projects to the schools of our nation. In the next few years LT will expand its suite of technology applications to show case multisensory and multimedia educational products. AST81 NASA Research and Education Network (NREN) Project Contact: Dr. Eugene L. Tu, Ames Research Center, (650) 604-4486 NREN is extending U.S. technological leadership in computer communications through research and development that advances leading-edge networking technology and services. This leadership is made possible by utilizing a next generation network testbed that fuses new technologies into NASA mission applications, enabling new methodologies for achieving NASA science goals. Moreover, these networking technologies will provide NASA missions with the advantages of enhanced data sharing, interactive collaboration, visualization and remote instrumentation. NREN will meet these goals through technology integration and collaborations within the multi-agency Next Generation Internet program, academia and industry. Ultra Efficient Engine Technology Program (UEET) Lead NASA Center: Glenn Research Center Program Manager: Robert J. Shaw Program Goals The UEET program will address local airport air quality concerns by developing technologies to reduce nitrogen oxide (NOx) emissions by 70% at landing and take-off (LTO) conditions, from 1996 International Civil Aviation Organization (ICAO) standards, and address potential ozone depletion concerns by demonstrating combustor technologies to enable no discernible aircraft impact on the ozone layer during cruise operation (up to a 90 percent reduction). This program enables the U.S. to be competitive in developing very low emissions propulsion systems. Additionally, the UEET program will address the potential of climate impact on long term aviation growth by providing critical propulsion technologies for a dramatic increase in efficiency to enable reductions of carbon dioxide (CO2) emissions based on an overall fuel savings goal of about 15% for large subsonic transport or as much as 8% for supersonic and/or small aircraft. Fuel savings represent significant cost benefits to the traveling public. The program will assume currently used carbon-based jet fuel as the aircraft fuel. The UEET program is formulated based on the Office of Aerospace Technology's Three Pillars for Success. It is directly related to the Emissions Goal and will make progress toward the achievement of the Capacity, Affordability, and High Speed Travel Goals. Technologies from the UEET program will impact future civil and military aircraft, and benefit the development of future space transportation propulsion systems. The success of the UEET program will, therefore, depend on developing revolutionary but affordable technology solutions that are inherently safe and reliable and thus can be incorporated in future propulsion system designs. Strategic partnerships will be sought and formed with the Department of Defense, the Department of Energy, the Environmental Protection Agency and the Federal Aviation Administration on technology development and technology requirements definition. This program will also require strong involvement from the U.S. aerospace industry for implementation and transfer of technologies into aerospace systems. Program Projects AST82 Emissions Reduction Contact: Dr. Robert J. Shaw, Glenn Research Center, (216) 977-7135 Current environmental emission concerns center around the airport community and, if not addressed, may threaten future growth of air travel. The European Union and the U.S. Environmental Protection Agency (EPA) are applying pressure on the International Civil Aviation Organization (ICAO) that regulates aircraft emissions for additional nitrogen oxide (NOX) reductions from aircraft. The ICAO Committee on Aviation Environmental Protection (CAEP) are considering more stringent standards for engine emissions during landing and takeoff (LTO) cycle-i.e., below 900 meters altitude as well as new standards for cruise operations. Combustors in most commercial aircraft today meet the current 1996 ICAO LTO NOX limits with some margin, and concerns are increasing relative to cruise NOX emissions effects on the ozone layer and global warming. More stringent NOX limits could result in emissions landing fees on airlines or limited access to some countries or airports. Also, recent observations of aircraft exhaust contrails (from both subsonic and supersonic flights) have resulted in growing concern over aerosol, particulate, and sulfur levels. In particular, aerosols and particulates from aircraft are suspected of producing high altitude clouds that could adversely affect the earth's climatology. The Emissions Reduction Project will work with the U.S. aeropropulsion industry to develop combustion technologies to reduce NOx emissions by 70% over the LTO cycle from 1996 ICAO standards with no increase in other emission constituents (carbon monoxide, smoke, and unburned hydrocarbons) and with comparable NOx reduction during cruise operations. As in the past, new combustor concepts and technologies will be required to produce cleaner burning combustors to offset the increased NOx produced by the future more fuel efficient engines with higher pressure ratios and temperatures. These new combustion concepts and technologies will include lean burning combustors with advanced controls and new high temperature ceramic matrix composite material with reduce cooling air. Low emissions combustor concepts will be developed and evaluated to achieve major reductions in NOX emissions for both large and regional engines. Also, the levels of aerosols and particulates coming from these low emission combustors will be assessed and, if possible, reduced. The UEET Emissions Reduction Project will continue the work done in the High Speed Research (HSR) Program, which has addressed the concern of ozone layer depletion by a potential fleet of commercial supersonic aircraft. The HSR Program addressed this concern by demonstrating at subscale a low NOx combustor concept that could when scaled to a full-scale engine produce no discernible aircraft impact on the ozone layer. Ultra low NOx levels of 4 Emission Index were measured in subscale sector combustor testing. The UEET Emission Reduction Project will validate the scaling of emission performance with a full-scale sector combustor test of the HSR subscale combustor technology. The project will demonstrate, in a full annular combustor rig, a low NOx combustor configuration which will provide at least a 65% reduction of LTO NOx from the 1996 ICAO level in a large subsonic engine with a 55:1 pressure ratio. In addition it will demonstrate, in a full-scale sector rig, an ultra low NOx combustor configuration which will provide a cruise NOx level of less than 10 Emissions Index in a large supersonic engine with a 20:1 pressure ratio. AST83 Highly Loaded Turbomachinery Contact: Dr. Robert J. Shaw, Glenn Research Center, (216) 977-7135 The Turbomachinery Project of the UEET program will provide turbomachinery technologies for increased performance and efficiency that enable fuel burn (CO2 emissions) reductions of up to 15%. The technologies developed will be applicable to a wide range of applications, both in terms of flight speed and size class. This project will develop turbomachinery technologies for lighter-weight, reduced-stage cores, low-pressure (LP) spools, and propulsors for high-performing, highly-efficient, and environmentally-compatible propulsion systems. Specifically, concepts for significantly increased aero loading, trailing edge wake control, and higher cooling effectiveness will be developed and demonstrated through proof-of-concept tests. Fan technology development will reduce weight and increase efficiency while satisfying noise constraints. Physics-based models for flow control, cooling, and particulate formation (through the turbomachinery) will be developed and validated. Advanced codes with the physics-based models will be applied to understand the concepts and to design component hardware for rig test demonstrations of fan, core compressor, and HP/LP turbine systems. The project will develop a low tip speed and lightweight fan design for a 3.5 pressure ratio at a rotational speed of 1500 feet per second. In addition, the project will develop a highly loaded, reduced part count and lightweight turbomachinery design for an overall pressure ratio of 55:1 and 3100oF turbine rotor inlet temperature, including technologies to achieve 12:1 pressure ratio in four stages and 15% cooling requirement for turbine. AST84 Materials and Structures for High Performance Contact: Dr. Robert J. Shaw, Glenn Research Center, (216) 977-7135 The Materials and Structures for High Performance project will develop and demonstrate advanced high temperature materials to enable high-performance, high efficiency, and environmentally compatible propulsion systems. The material and structural technologies developed in this project will contribute toward achieving both primary UEET program goals-(1) landing and take-off NOX emissions reduction of 70% and (2) overall fuel savings of 8 - 15%. Technologies developed in this project include ceramic matrix composite (CMC) combustor liners and turbine vanes, advanced disk alloys, turbine airfoil material systems, high temperature polymer matrix composites (PMC), and innovative lightweight materials and structures for static engine structures. NOx reduction in advanced combustor concepts requires reducing combustor cooling levels by 10 to 15%, which would result in higher combustor liner temperatures. Liner temperatures on the order of 2700oF will be required. Current metallic liners are not capable of sustaining such high temperatures for commercial life. Ceramic matrix composite (CMC) systems with 2700oF temperature capability will be developed for low NOX combustor liners and turbine vanes. CMC turbine vanes with the same temperature capability will be required to achieve turbine inlet temperatures compatible with higher combustor exit temperatures. Advanced manufacturing techniques will be developed to fabricate complex vane structures. Long-term durability of liner and vane components will be demonstrated in rig tests. Achieving overall fuel savings of 8-15% requires increases in turbine inlet temperature and reducing engine weight. To address this goal, advanced disk alloys will be developed, with properties demonstrated in commercial size forgings, for engines with an overall pressure ratio of 55:1 and 3100oF turbine rotor inlet temperature. The project will also develop and demonstrate advanced thermal barrier coatings (TBC) that, combined with advanced cooling schemes, will enable 3100oF turbine rotor inlet temperature capability. The durability of turbine blade systems with advanced TBC and state-of-the-art blade alloys will be demonstrated in rig tests. Weight reduction activities will include expanding the use of PMCs in engine structures by demonstrating durability and low-cost fabrication process for an environmentally friendly PMC with 550oF temperature capability. Innovative lightweight materials and structural concepts, such as porous materials and engineered structures, will also be developed to reduce the weight of engine static structures to contribute toward overall fuel savings. Although the advanced lightweight concepts can be applied to several engine components, the project will focus on reducing the weight of supersonic exhaust nozzle, with concepts demonstrated in sub-scale nozzle rig tests. AST85 Propulsion Airframe Integration Contact: Dr. Robert J. Shaw, Glenn Research Center, (216) 977-7135 The Propulsion Airframe Integration (PAI) Project of the UEET Program will develop advanced technologies to yield lower drag propulsion system integration with the airframe for a wide range of vehicle classes. Decreasing drag improves air vehicle performance and efficiency, which reduces fuel burn to accomplish a particular mission--thereby reducing the CO2 emissions. The PAI Project technologies will contribute to a 15% fuel savings for large transport aircraft and as much as 8% for supersonic and/or small aircraft. PAI can be defined as the determination of optimum nacelle placement and optimum shaping to both the nacelle and the airframe to minimize drag. This objective is accomplished through both computational and experimental methods. Within this broad objective, several technology challenges have been identified as having a significant and/or enabling impact on future generation air vehicles. These technology challenges are: * advanced configurations, with major emphasis on unconventional configurations * reduced length S-inlets * efficient boundary layer ingestion. The PAI effort for advanced configurations will focus on 3 different configurations over the 5-year project life. A conventional jet transport configuration, but with very large nacelles for ultra-high bypass ratio engines, will be studied during the first 2 years of the project since these engines are projected to achieve fuel burn reductions of 10-20%. The Blended Wing Body (BWB) configuration with boundary layer ingestion (BLI) nacelles is the second configuration of interest. This unconventional configuration is essentially a flying wing that has much lower weight, fuel burn, and noise compared to a conventional jet transport. The BWB is also a potential candidate for future military transport and tanker missions. Although conceptual-level system studies have shown that the BWB has a fuel burn advantage of approximately 20% compared to the conventional jet transport using 2015 technologies, existing computational and experimental methods cannot reliably determine the impact of propulsion system integration with the airframe such that commercial development of the BWB can proceed. The third configuration will also be unconventional, but will not be selected until the second year of the project. Many advanced military and airbreathing space access configurations, as well as the commercial BWB concept with BLI, require S-inlets and/or boundary layer ingestion. These two features of the integrated propulsion system add additional complexity to the integration problem, increase the drag (and weight) penalty associated with integrating the propulsion system to the airframe, and distort the flow provided to the engine. The PAI Project will develop technology to significantly reduce the length of S-inlets (50% or greater) compared to state of the art F-22, and allow boundary layer ingestion with no loss in inlet pressure recovery or distortion of the inlet flow to the engine face. The PAI research for reduced length S-inlets and efficient airframe boundary layer ingestion into the inlet are both approached with similar active control technologies. Active control requires the closed-loop control of actuators to modify a feature of the air flow utilizing information from a suite of sensors. The PAI Project will initially evaluate existing sensors and actuators to detect and control flow separation, and to provide additional energy to the boundary layer in attached flow. These evaluations will be done in small-scale, low-speed laboratory wind tunnels. An inlet geometry for detailed study will be selected in the first year of the project, and a small-scale demonstration of active flow control for an aggressive, advanced inlet will be conducted in year 3 at low speeds and small scale. This effort will be followed by large-scale and possibly transonic demonstration of active flow control near the end of the project. A similar roadmap will be followed for active shape control applied to the inlet lip of an advanced inlet. AST86 System Integration and Assessment Contact: Dr. Robert J. Shaw, Glenn Research Center, (216) 977-7135 System Integration and Assessment takes the component technologies being developed in the other four projects, integrates them into total conceptual systems, and assesses the potential of those systems for meeting the UEET Program goals. These assessments also provide overall Program guidance and identify technology shortfalls. The System Integration and Assessment Project has three key Subprojects: System Evaluation, Environmental Impact Assessment and High Fidelity System Simulation. The System evaluation Sub-Project will define baseline engines, aircraft and missions for a wide variety of vehicle classes. These conceptual baselines will be used to perform detailed technology trade studies that will be used to provide technology development guidance to the other four UEET projects. These baselines will also be used to perform annual metrics tracking and rollups, which will assess the progress of the UEET technologies toward meeting the program goals. The Environmental Impact Assessment Sub-Project will take the assessment of UEET technologies to a global level by evaluating the impact of engine exhaust on changes to the global atmospheric composition and distributions. In addition, it will provide input into a health risk assessment framework, which will be developed in partnership with the Environmental Protection Agency (EPA). Finally, the High Fidelity System Simulation will be performed incorporating UEET technologies to better understand complex component interactions. These simulations will also demonstrate tools that can reduce future development time and system testing of product propulsion systems Wherever appropriate, the simulation tools being developed by the Intelligent Synthesis Environment (ISE) will be utilized to accomplish program goals. X-33 Program Lead NASA Center: Marshall Space Flight Center Program Manager: Gene Austin Program Goals: In response to the guidance provided in the National Space Transportation Policy of August 1994 and the National Space Policy of September 1996, the X-33 Program is developing and demonstrating advanced space transportation technologies with the potential to significantly reduce future launch system costs. The President's policies established NASA as the lead agency for developing reusable launch technologies aimed at future decisions regarding full scale development of operational systems. NASA has two strategic roles in these endeavors. The first is to provide the technology required to reduce the cost of space transportation for the government. The second is to deliver the technology necessary to enable the U. S. launch industry to compete more effectively in the global launch market. The X-33 Program will develop and demonstrat