Changing the Landscape of Civil Aviation

CHANGING THE LANDSCAPE OF CIVIL AVIATION Carol J. Russo* Director of Aeronautics National Aeronautics and Space Administration Lewis Research Center 1 Cleveland, Ohio, 44135 The current national aviation system is the safest Abstract form of transportation available today. With over 15 million departures per year and on the order of 20 hull loss NASA is undertaking several bold new initiatives to accidents during the same period, the accident rate statistics develop revolutionary technologies that will change the show a safe system with a very large capacity. The landscape of civil aviation. These technologies span the projected tripling of global air traffic in the next 20 years civil aviation fleet from general aviation to large subsonic means that even the currently low accident rate will yield and supersonic aircraft and promise to bring an era of new unacceptably high numbers of fatal accidents as shown in aircraft, lower operation costs, faster more direct flight Figure2. In parmership with the FAA, NASA is committed capabilities, more environmentally friendly aircraft and to the goal of reducing the aircraft accident rate by a factor safer airline operations. These initiatives have specific of five within ten years, and by a factor of ten within quantified goals that require technologies well beyond twenty years. This is an ambitious goal which must span those currently being developed creating a bold new the full range of technologies across accident prevention, vision for aeronautics. Revolutionary propulsion systems accident mitigation, and aviation system wide innovations.

are enabling for these advancements. An overview of the new national aeronautics goals for civil aviation is U.S. leadership in improvements in environmental given and the pivotal role propulsion technologies play in compatibility are critical to address the growing concerns environmental compatibility, affordable air travel and about emissions and noise from aircraft. Increased revitalization of general aviation is explored.

urbanization around airports and public awareness are Overview of New National Goals powerful forces driving the need for reductions in the environmental impact of aircraft. There are two major NASA and the Administration have recently goals. The first is to reduce emissions of future aircraft by announced ten bold new national aeronautics and space a factor of three within 10 years and by a factor of five transportation goals. These goals fall under three major within 20 years. The second goal is to reduce the perceived "pillars" or groupings: Global Civil Aviation, Revolutionary noise levels of future aircraft by a factor of two from Technology Leaps, and Access to Space. The first two today's subsonic aircraft within 10 years and by a factor of pillars which address eight goals that directly impact civil four within 20 years.

aviation are briefly described. A more complete overview of all the goals can be accessed on the internet at http:// In 1974 the U.S. enjoyed over 90 percent of the world www.aero.hq.nasa.gov/.

market share in large commercial transport manufacturing.

Today, that market share has shrunk to about 70 percent Global Civil Aviation and the U.S. faces escalating international competition.

The goals under the first pillar, Global Civil Aviation, One key to ensuring continued U.S. dominance in this address the highest priority needs to ensure continued U.S.

economically critical market is to reduce the billions of leadership in large subsonic commercial aviation. To dollars lost annually by airlines through delays and lost preserve our Nation's economic health and the welfare of productivity due to weather delays and congestion. NASA the traveling public, NASA must provide high risk has committed to tripling the aviation system throughput technologies for safer, cleaner, quieter, and more affordable in all weather conditions within 10 years. The other key air travel. Figure 1 summarizes the national goals under barrier to holding or increasing U.S. market share is to this pillar.

ICopyright © 1997 by the American Institute of Aeronautics and *Member, AIAA Astronautics, Inc. No Copyright is asserted in the United States under Title 17, U.S. Code. The U.S. Government has a royalty-free license to exercise all rights under the copyright claimed herein for government purposes. All other rights are reserved by the copyright owner.

American Institute of Aeronautics and Astronautics dramatically reduce the time and cost to develop, produce, These bold goals have the general support of the U.S.

and certify U.S. aircraft and engines to reverse the trend of industry and NASA government partners. In conducting increasing aircraft ownership and operating costs. The these new national initiatives, NASA is adopting new second goal is to reduce the cost of air travel by 25 percent ways of doing business with closer working relationships within 10 years and by 50 percent within 20 years.

across the private and public sectors. NASA will be pro- viding the expertise and resources that best match its Revolutionary_ Technology Leaps mission and capabilities and relying on its parmers to play While Pillar One addresses challenges for the existing their critical part. If successful, the civil aviation landscape global civil aviation fleet, Pillar Two aims to give the U.S. will look radically different in the next decade. Three a commanding lead in new markets which have the potential areas are explored in more depth: environmental compat- to dramatically change the current fleet by developing ibility, affordable air travel, and revitalized general aviation.

revolutionary aircraft, propulsion systems, and critical design tools. Two new revolutionary aircraft are envisioned Environmental Compatibility at opposite ends of the speed spectrum: a new affordable, The goals for environmental compatibility will environmentally friendly supersonic commercial transport require technologies well beyond those being currently and revolutionary general aviation aircraft. The goals developed in the Advanced Subsonic Technology under Pillar Two are summarized in Figure 3.

Program (AST) for regional and large commercial aircraft Breaking the barriers to a commercially viable High for both emissions and noise. The projected increase for Speed Civil Transport (HSCT) to open markets to the Far emissions and noise due to increased air travel outstrips East and Europe is quantified in the first goal: to reduce the reductions in fuel consumption and noise reductions travel time to the Far East and Europe by 50 percent within currently being developed.

20 years at today's subsonic ticket prices. The key to the Emissions HSCT is quiet, clean, affordable supersonic engines. The The emissions of aircraft are directly dependent on technologies critical to the HSCT are being developed under NASA's High Speed Research program which has the fuel efficiency and weight of propulsion systems and been widely reported most recently in Reference 1. the aerodynamic efficiency and weight of aircraft. Figure 4 shows that the steady increase in fuel efficiency results In 1978 the U.S. general aviation industry market was in higher revenue passenger miles per gallon of fuel. This at almost 18,000 aircraft per year. In 1996, this market improvement trend will continue ifcurrentNASA programs had fallen by a factor of over 100 to about 1100 aircraft and those addressing the affordable air travel goal are per year. Recent tort reform has set the stage for a major implemented.

revitalization in general aviation. Current barriers are now There is general agreement that the tripling of air principally technical as the industry is relying largely on traffic over 20 years will result in a significant increase in 40 year old technology. NASA has recently begun a aviation fuel usage in spite of the improvements in fuel new General Aviation Propulsion (GAP) program to efficiency. The current emissions goals in the AST develop revolutionary turbine and piston engines to program begin to meet this challenge. The national goals enable unprecedented general aviation aircraft stretch beyond the AST goals to continue to meet the performance. The goal is to enable the delivery of 10,000 continuing environmental challenge. Reference 3 is a aircraft annually within 10 years and 20,000 aircraft annually within 20 years. good overall review of the global atmospheric effects of aviation.

The eighth goal addresses a pervasive barrier across Table I compares the national NOx reduction goals all three pillars and their goals. All of the dramatic goals with those in AST and requires further explanation will require more cost effective technology development because the combustor technologies are not developed in today's budget constrained environment. The next to the same level.

generation of design tools and experimental aircraft will be needed to cost effectively develop technology with Table I.-- National NOx Emissions Goals sufficient confidence to enable U.S. industry to transition Exceed AST Goals these technologies into the products of the future. The NASA goal is to provide these design tools and experi- mental aircraft to increase design confidence and cut the development cycle time for aircraft in half. Reference 2 AST -50% -70% describes the Numerical Propulsion System Simulation National Goals which is a critical element in achieving this goal. -67% -80% American Institute of Aeronautics and Astronautics requires an additional 10 dB reduction. Figure 7 illustrates The AST program will demonstrate large and regional the impact of traffic growth on the fleet daily airport noise engine combustors at 50% lower NOx levels than the 1996 levels (DNL). Aircraft noise must be reduced about 20 dB ICAO limits with comparable cruise NOx emission to achieve a no community noise impact level. This will reductions and no increases in other takeoff emission require quieter engines and airframes as the noise of the constituents such as CO, smoke, and unburned airframe structure will be a greater factor than before.

hydrocarbons. AST will also develop low-emission combustion technology, design methodology and databases The no impact boundary means that the noise footprint to understand additional emission reductions of 70% of aircraft would fall entirely within the airport boundaries lower NOx. Reference 4 gives additional information on of most major airports. Figure 8 illustrates the noise the AST program.

impact areas for JFK shrinking from a 1992 baseline of 25.2 square miles to within the airport boundary.

The national goals pick up where AST leaves off and intend to demonstrate combustors at a 67% lower NOx The benefits of such noise reductions extend far levels with a level of technology readiness that permits beyond the elimination of community noise impact. Such technology transfer to products. This 67% NOx reduction reductions would eliminate noise curfews and noise level is a small decrease in the goal due to the compromises abatement routes. One estimate of the projected time necessary in a practical combustor design. The 20 year savings from elimination of noise abatement routes is 2 goal reduction of 80% is a farther term ambitious stretch minutes per flight segment. This is about one half of the goal. In addition to reductions in NOx, the national goals savings projected for unrestricted flight routing and could intend to include significant reductions in other emittants save airlines billions of dollars per year.

such as CO 2, aerosols, and particulates which reflect the growing concern over environmental emissions other NASA is in the very early stages of defining the goals than NOx.

in more detail and of exploring productive approaches to meeting these goals. Workshops are being planned that Recent media attention has heightened public promote broad participation in addressing aviation awareness and concern over the impact of airports on environmental issues and the identification of revolutionary urban pollution and air quality. Concerns are raising over technologies that can address these challenges. NASA in CO 2 and the green house effect with its resultant global partnership with U.S. industry and other government warming. The effect of aerosols and particulates on air agencies is working to continue to responsibly address quality and cloud formation are gaining attention in both aviation's environmental challenges.

professional, regulatory, and political arenas. All of these forces are working to increase regulation and economic Affordable Air Travel incentives to reduce aircraft emissions. In addition, the total emissions of the current fleet needs to be determined While the Aeronautics Enterprise is still developing to a much greater degree of fidelity to ensure a good program plans to address the goals of reducing the cost of baseline against which progress can be measured.

air travel by 25% within 10 years and by 50% within 20 years, there is a credible approach identified that shows .Noise how this goal might be achieved. The underlying metric Unlike emissions, the noise impact of the current is the cost per available seat mile (ASM). Reducing the fleet is well documented in recently published studies cost per ASM can be broken down into three principal such as Reference 5. Figure 5 shows the significant areas: progress in noise reduction of aircraft over fifty years from Reference 6. The growth of air traffic presents a 1) reduced ticket prices from airline efficiencies similar challenge in reducing community noise. Despite and market pressures the introduction of quieter Phase III aircraft, noise will 2) improved productivity from increased load increase near airports as air traffic triples over the next 20 factors and utilization years. Coupled with the increased urbanization around 3) reductions in Direct Operating Costs plus Interest airports and airport expansion, noise will increase as a (DOC+I) barrier to air transportation.

It is believed that airline operating efficiencies and Figure 6 shows that the 10 year national goal of 2x market pressures will continue to reduce fares by about noise reduction can be achieved in the currently planned 1% per year independent of any aircraft cost reductions as AST program with its - 10 dB goal for airframe plus engine shown in Figure 9. In addition, the application of advanced and nacelle noise reductions but that the 20 year goal American Institute of Aeronautics and Asta'onautics information technology developed by NASA to fleet goal and the economic benefit of these reductions are not included in the reductions in cost/ASM.

scheduling and location could increase load factors and utilization by about 10% each. The total reduction in cost per ASM from these factors will equal about 25 % or about The technologies shown in Figure 12 are not simple half of the goal.

extensions of even today's advancements but will require a rethinking of the entire propulsion system from concept The cost drivers for a typical long-range passenger to field maintenance. For example, one might need to cut mission is shown in Figure 10. It is clear that NASA development time by at least a year on top of reductions research and technology can strongly influence DOC+I already achieved and Mean Time Between Removals which account for about 55% of these costs. Therefore, (MTBR) by a factor of 5.

the other 25% of the reduction in cost per ASM needs to be achieved by reducing DOC+I by 50% because DOC+I General Aviation Revitalization is only half of the ticket price equation.

While much of the previous goals have focused on One can now begin to assign sub-goals to various large commercial aircraft that have the largest impact on elements of the aircraft. One example of such a sub- the traveling public and on U.S. balance of trade and jobs, allocation is: no discussion on changing the landscape of civil aviation would be complete without addressing general aviation.

DOC+I Figure 13 quantifies the dramatic drop in the delivery of Aerodynamics - 10% new light aircraft from 18,000 in 1978 to about 1100 in Structures and Fabrication -15% 1996 as well as the new national goal of delivering 10,000 Propulsion Efficiency - 15% aircraft annually within l0 years, and 20,000 aircraft Systems -10% annually within 20 years.

Total -50% With the recent passage of tort reform, the general It should be noted that each of these elements are aviation market is posed for tremendous growth in the influenced by many subsystems. For example, the pro- U.S. and abroad. The current general aviation fleet is old pulsion design and operational requirements strongly and there is a large 'latent' demand for aircraft. In impact aerodynamics and systems as well as propulsion addition, there is a large potential world market and efficiency.

overseas industries are positioning themselves to get into this market.

One can now further break down these sub-allocations and begin to identify specific sub-goals and technologies To meet this "window of opportunity" to revitalize that could have the desired reductions. Figure 11 shows general aviation industry in the U.S., NASA has funded the impact of engine systems on aircraft DOC+I and three two principal programs: the General Aviation Propulsion different scenarios that could produce a 15% DOC+I (GAP) program and the Advanced General Aviation savings. Some key technology challenges clearly fall out: Technology Evaluation (AGATE) program. AGATE focuses on the aircraft structures, cockpit modernization, 1) integrated design process to reduce cycle time icing protection systems, and integrated propulsion controls and cost among other areas and has been widely reported. GAP is 2) low part count and improved component effi- a new program started in 1997 to develop and demonstrate ciency to reduce fuel consumption, acquisition affordable revolutionary aircraft propulsion systems by cost and enhance reliability the year 2000 to replace the largely forty year old propulsion 3) smart components and systems to build in technologies that currently power light aircraft.

reliability to reduce maintenance costs.

Two propulsion systems will be developed for 4 to 6 Figure 12 shows some of the revolutionary seat aircraft: a new turbine engine and an intermittent technologies required to meet such aggressive goals. It should be noted that the ultra low noise/low NOx combustion (IC) engine. NASA has joined in a cooperative agreements with Williams International for the turbine technologies are included because noise and emissions engine and with Teledyne Continental for the IC engine are strong economic drivers. The requirement to fly noise development. The specific goals for the propulsion systems abatement routes, reductions in operating hours by noise are listed in Table II. It is clear that low cost is the primary curfews, and landing fees are examples of the direct goal of the program but that low noise, low weight, good economic impact of noise. However, reductions in noise and emissions are discussed under the environment national fuel consumption, and high reliability are also key goals.

American Institute of Aeronautics and Astronautics Realizing the new aeronautics vision for the nation will

Table II.-- GAP System Goals

require closer coordination and teaming within NASA I__C_C Turbine and with our U.S. industry customers and government -50% -90%

Cost

partners. The next two decades promise to be a very

Maintenance Cost -50% -90%

exciting time in aeronautics.

Specific Fuel

-25%

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JP

Fuel

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meet expected The accomplishments and goals discussed in this standards for Yr2000 paper are the result of the entire Aeronautics Enterprise

Noise

meet expected team across NASA aeronautics centers and headquarters.

standards for Yr2000 I appreciate the opportunity on their behalf to present this view of the new NASA aeronautics vision. I would also The strategy to achieve the low cost includes simplified like to acknowledge Sandra App, Kathryn Kafantaris, engine designs with a fraction of current number of parts, and Gloria Richards who were of special help in preparing simplified assembly, fast prototyping, near net forming as the manuscript.

well as high speed machining and advanced joining methods. FAA coordination and involvement is a high References priority from the earliest stages to minimize certification costs and risks for the products that will developed after the GAP program is completed. 1. Shaw, Robert J., "Progress Toward Meeting the Propulsion Technology Challenges for a 21 st Century The turbine engine will be a 700 thrust class engine High-Speed Civil Transport", ISABE 97-7045, XIII about 14 inches in diameter and 41 inches long. Figure 14 International Symposium on Air Breathing Engines, summarizes some of the key characteristics of this engine.

September 7-12, 1997, Chattanooga, Tennessee.

The IC engine will be a 200 HP, two cycle, two stroke 2. Lytle, John K., "The Numerical Propulsion System engine, that uses Jet-A fuel. Figure 15 summarizes some Simulation: Concept to Product", ISABE 97-7107, of the characteristics of this engine. Figures 16 and 17 are XIII International Symposium on Air Breathing some initial projections of the level of cost reductions as Engines, September 7-12, 1997, Chattanooga, a function of production rates that could be achieved for Tennessee.

the engines and aircraft.

3. Albritton, G.T., et. al., "Global Atmospheric Effects of Aviation: Report of the Proceedings of the The excitement and vision for the future of the GAP Symposium", NASA CP-3351, May, 1997.

program were evident last month at Oshkosh with the first 4. Batterton, Peter, "Civil Transport Aircraft Propulsion public flight of the aircraft built to demonstrate the turbine Challenges and NASA Advanced Subsonic engine in the year 2000. The aircraft, called the V-Jet, was Technology Program", ISABE 97-7044, XIII built by Burr Rutan's Scaled Composites for Williams International Symposium on Air Breathing Engines, International. This event was a great start to this paradigm September 7-12, 1997, Chattanooga, Tennessee.

changing program.

5. Kumasaka, H.A., Martinez, M.M., and Weir, D.S., "Definition of 1992 Technology Aircraft Noise Summary_ Levels and the Methodology for Assessing Airplane Noise Impact of Component Noise Reduction The landscape of civil aviation will clearly dramat- Concepts", NASA CR-198298, June, 1996.

ically change as NASA continues to make progress towards 6. Condit, Phiilip, "Performance, Process, and Value: achieving the bold national goals recently announced.

Commercial Aircraft Design in the 21st Century", These changes span civil aviation from large commercial 1996 Wright Brothers Lectureship in Aeronautics, to general aviation aircraft and will revolutionize the World Aviation Congress and Exposition, Los global air transportation system. Propulsion technologies Angeles, CA, October 22, 1996.

will play a pivotal role in enabling these advancements.

AmericanInstitute of Aeronauticsand Astronautics Reduce the aircraft accident rate by a factor of five within 10 years, and by a factor of 10 within 20 years Reduce emissions of future aircraft by a factor of three within 10 years, and by a factor of five within 20 years Reduce the perceived noise levels of future aircraft by a factor of two from today's subsonic aircraft within 10 years, and by a factor of four within 20 years Seamless integration of air travel Whtle maintaining safety, triple the into the fabric of society: easily aviation system throughput, in all accessible, easily utilized, safe, weather conditions, within 10 years affordable travel with minimal environmental impact. Customer 4, Reduce the cost of air travel by 25% demands will drive air travel within 10 years, and by 50% within systems, service, and products 20 years Figure 1 .--Goals for Pillar One: Global Civil Aviation.

50-- Number of 45-- Millions of Accidents _# 40-- Departures Per Year 35-- ##

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American Institute of Aeronautics and Astronautics Reduce the travel time to the Far East and Europe by 50 percent within 20 years, and do so at today's subsonic ticket prices Invigorate the general aviation industry, delivering 10,000 aircraft annually within 10 years, and 20,000 aircraft annually within 20 years t Provide next-generation design tools and experimental aircraft to increase Research to revolutionize air design confidence, and cut the travel: environmentally friendly development cycle time for aircraft transoceanic supersonic flights; in half technology to dramatically improve small aircraft designs, engine, and overall affordability Figure 3.-- Goals for PillarTwo: Revolutionary Technology Leaps.

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American Institute of Aeronautics and AsWonautics Turbojet 120 -----, @ `` DC8-200" --0 ". Comet 4 Noise % % Level, " 707-300B ,,Caravelle 0 EPNdB - 0 0 • (1500' • • 727-100 727-2(_0 Sideline) "_ A300B2-101 e@ First Generation _1°1°o DC10-30_ Turbofan 777-20 0 I 9O 1960 1970 1980 1990 1995 Year of Initial Service Figure 5.-- Progress in noise reduction.

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AmcrLcan Institute of Aeronautics and Astronautics +10 lm_m_pact +5 Single I Event Noise Tech noloav:__ Aircraft I Impact -5 Noise 65 at Airport Reduction, Boundary, -10 EPNL DNL I t I t I I -15 : 3 _illar _ ! l , _^ - 20 I I I ' I ; I ', I 2030 2040 1990 2000 2010 2020 Year Figure 7.-- Aircraft noise reduction and community impact projections.

JFK Airport and Vicinity Est. 65 DNL noise contour area (sa. mi) 25.2 1992 baseline m 9.2 2007 AST goal (baseline-10 dB) m 2.5 2010 Goal (baseline-16 dB) <<2.5 2017 Pillar Goal (baseline -20 dB) Figure 8.-- Noise reduction to contain impact within airport boundaries.

American Institute of Aeronautics and Astronautics 0.9 Index 0.8 (1977=1.0) 0.7 I I I I I I I I O.6 I I 1977 1993 1995 1979 1981 1983 1985 1987 1989 1991 Year Figure 9.-- Current airline ticket price trends.

Strongly Strongly Influenced Influenced By Airline By NASA Operations Research and Technology • Prom • Flight Crew • Sales & Commissions • Engine & Aircraft • Passenger Services Maintenance • Administration • Fuel • Ground Operations • Insurance • Cargo Operations • Depreciation • Interest DOC+I, -55% Total Airplane Related, ! Cost (TAROCp -65% Figure 10.-- Ticket price breakdown.

lO American Institute of Aeronautics and Astronautics Engine Engine Acquisition Cost Reduced by 65% i Maintenance, -- Interesl & Engine Maintenance Cost Reduced by 25% l Depreciation Fuel

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Characteristics EIS Reference Engine Sized for 70,000 Ib Thrust • 1996 Baseline • OPR = 38.5 • 23% Cooling • WT = 24,738 Ibs • SFC = 0.53 • Low Noise/Low NOt • OPR = 50 • 17% Cooling • WT = 17,155 Ibs • SFC = 0.48 • Ultra Low Noise/Low NOt • 2/3 Part Count • Smart Components and Systems ..... -.- • OPR = 60 • 10% Cooling • WT = 13,981 Ibs • SFC = 0.42 - 0.44 Figure 12.-- Revolutionary large subsonic engine technologies.

American Institute of Aeronautics and Astronautics 25000 Future Past Goals 20000 20 Years 15000 Annual Quantity of New Light Planes 10000 10 Years 1950 1960 1970 1980 1990 2000 2010 2020 Year Figure13.-- Goalsfor revitalizing GeneralAviation.

• High Bypass Ratio Turbofan • 700-1b Thrust Class with Growth Capability • 14-inch Diameter by 41-inch Length • Weighs less than 100 Ibs • Jet Fuel • "Take-off to Landing" Fuel Burn Less Than Comparable Piston Engine Power Airplane • Cost Competitive with Comparable Power Piston Engines of Today • Single Lever Power Control • Meets Future Exhaust Emissions and Noise Requirements • Common Core Design For Turboprop & Turboshaft Versions Figure 14.-- GAP turbine engine characteristics.

American Institute of Aeronautics and Astronautics Teledyne Continental Motors CSD 283 . Compression Ignition Engine r /_j I

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• Electronic Diagnostics and Display [ _ J I • Low Noise, Vibration and Harshness I _ise F1equlrements Figure 15.-- GAP intermittent combustion engine characteristics.

mmmmm Baseline A/C m Baseline Tu rhine Engine w/Turb_ne Engine m m • Advanced A/C w/GAP m..m = GAP Advanced 400 i 800 Turbine Engine Aircraft 600 Engine Price Price nglne ($K) 400 (SK) 0 , ' 100000 100 1000 10000 100000 100 1000 10000 Engines/Year Aircraft/Year Figure 16.-- Potential turbine engine and engine powered aircraft price reductions.

5O m Baseline IC Engine Ii m m m • Advanced A/CwlGAP I

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Price .. Price (SK) 20 "-.. -.,............ ,.. ($K) 100 ! i i O i i i 100000 1000 10000 100 1000 1O000 100O00 100 Aircraft/Year Engines/Year Figure 17.-- Potential IC engine and IC engine powered aircraft price reductions.

American Institute of Aeronautics and Astronautics Form Approved REPORT DOCUMENTATION PAGE OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Ariington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503.

1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED September 1997 Technical Memorandum 4. TITLE AND SUBTITLE 5. FUNDING NUMBERS Changing the Landscape of Civil Aviation WU-538-06-89-00 6. AUTHOR(S) Carol J. Russo 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION REPORT NUMBER National Aeronautics and Space Administration Lewis Research Center E- 10904 Cleveland, Ohio 44135-3191 10. SPONSORING/MONITORING 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) AGENCY REPORT NUMBER National Aeronautics and Space Administration NASA TM-113154 Washington, DC 20546-0001 ISABE-97-7002 11. SUPPLEMENTARY NOTES Prepared for the XIII International Symposium on Air Breathing Engines sponsored by the American Institute of Aero- nautics and Astronautics, Chattanooga, Tennessee, September 7-12, 1997. Responsible person, Carol J. Russo, NASA Lewis Research Center, organization code 2000, (216) 433-2965.

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13. ABSTRACT (Maximum 200 words) NASA is undertaking several bold new initiatives to develop revolutionary technologies for civil aviation. These technolo- gies span the civil aviation fleet from general aviation to large subsonic and supersonic aircraft and promise to bring a new era of new aircraft, lower operation costs, faster more direct flight capabilities, more environmentally friendly aircraft and safer airline operations. These initiatives have specific quantified goals that require technologies well beyond those currently being developed creating a bold new vision for aeronautics. Revolutionary propulsion systems are enabling for these advancements. This paper gives an overview of the new national aeronautics goals and explores for a selected subset of goals some of the revolutionary technologies will be required to meet some of these goals. The focus of the paper is on the pivotal role propulsion and icing technologies will play in changing the landscape of civil aviation.

14. SUBJECT TERMS 15. NUMBER OF PAGES Air breathing engines; Civil aviation; Subsonic aircraft; Supersonic aircraft; Propulsion 16. PRICE CODE systems; General aviation; Propulsion technology A03 17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION 20. LIMITATION OF ABSTRACT OF REPORT OF THIS PAGE OF ABSTRACT Unclassified Unclassified Unclassified NSN 7540-01-280-5500 Standard Form 298 (Rev. 2-89) Prescribed by ANSI Std. Z39-1B 298-102