U.S. Supersonic Commercial Aircraft Assessing NASA's High Speed Research Program (1997) / Chapter Skim
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1 INTRODUCTION
1 INTRODUCTION
Pages 11-25
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This program vision is understood by the committee to mean that the HSR Program will deliver critical technologies to support an industry decision in 2006 to enter into engineering and manufacturing development of a commercial high speed civil transport (HSCT)
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research and development efforts; and "supersonic commercial transport" is used as a generic term to refer to second generation supersonic transports that may be developed outside the United States. Also, in this report "HSR Program" refers to the total research and development effort funded by NASA.
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About half of the NASA team is at Langley Research Center, a third is at Lewis Research Center, and the remainder is at Ames Research Center and Dryden Flight Research Center. TABLE 1-1 HSR Program Work Breakdown Structure 1.0 Project Office Operations 2.0 Systems Integration 2.1 Technology integration 2.2 Environmental impact 2.3 Environmental research and sensor technology (no longer part of the HSR Program)
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Organization FY 1990-1996 FY 1997 FY 1998-2002 Total Lewis Research Center 442.4 110.8 273.9 827.1 Langley Research Center 345.7 112.1 318.3 776.1 Ames Research Center 84.0 17.7 43.8 145.5 Other NASA facilities 53.8 13.7 70.3 137.8 Total 925.9 254.3 706.3 1886.5 Source: NASA, 1997. The commercial transport industry views the HSR Program as the highest priority aeronautics research program within NASA' s Office of Aeronautics and Space Transportation Technology.
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The goal of the Technology Integration Team is to ensure overall program integration of the HSR Program's many diverse technologies by maintaining two-way communications and coordination with the ITD teams. The Technology Integration Team serves as the overall project integrator by performing the following tasks: ~ Propulsion ~ Aerodynamic Airframe ( Performance)
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The technology metrics and overall uncertainty analysis are used as management tools to track technology progress quantitatively, to guide future technology development, and to recommend the redirection of resources to areas that will reduce program risk the most. A blank data sheet appears in Figure 1-5.
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To continue the landing gear example, Boeing and McDonnell Douglas include a landing gear weight allowance for the TCA/TCn that is consistent with their internal designs. The same feedback mechanism ensures that the TCA structural design is compatible with design requirements related to emergency exits, seating arrangements, windows, and baggage handling.
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From page 21... ...
As described above, the HSR Program is developing the advanced, enabling technologies that are necessary precursors to commercial development of an environmentally acceptable, economically viable supersonic transport. This study examined the technology development and the conceptual aircraft design that NASA has developed as a guide.
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(The complete statement of task appears in Appendix C.) Committee Operations The High Speed Research Committee is composed of 10 members with expertise in supersonic aircraft propulsion systems, aerodynamic performance, airframe materials and structures, aircraft stability and control, flight deck systems, aircraft design, and airline operations.
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From page 23... ...
transport industry's decision for a 2006 production of an environmentally acceptable, economically viable, 300-passenger, 5,000 n.m., Mach 2.4 aircraft." However, the committee views this vision statement as over-specified and unattainable by the current program plank It seems unlikely that industry will make a launch decision for a high risk, multibillion-dollar development program based on the enabling technology being developed by the HSR Program, even if concurrent HSCT development work by industry is taken into account. Based on the considerations documented in Chapters 2 through 6, the committee has concluded that additional efforts are needed to address technology concerns and affordability issues more thoroughly.
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Prior to initiating the technology maturation phase, NASA and industry should both make commitments to provide a specific level of financial support for the advanced technology demonstration phase (see below)
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Therefore, the committee recommends that NASA and industry jointly support an advanced technology demonstration phase similar to the X-33 program. After the completion of the technology maturation and advanced technology demonstration phases, the level of risk and the investment required by industry to produce an operational aircraft will still far exceed the risk and cost of any previous commercial transport development effort.
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