Last updated 3/12/97 by Matt Peterson
We will try to provide a set of hyperlinks to the relevant NASA program webites as we did for the Budget hearing before we post
the hearing summary.
| Aeronautics and Space Transportation Technology | 3/12/97 | 1:00 pm | TBD | House Sbcmte. on Space & Aeronautics (Chrm. Rohrabacher); Science Cmte. | G. Payton, B. Whitehead |
Subject: Hearing on NASA’s FY 1998 Aeronautics and Space Transportation Technology program, March 12, 1997.
Members Chrm. Rohrabacher (R-CA), Reps. Weldon (R-FL), Cook (R-UT) Present: Cramer (D-AL), and Gordon (D-TN).
Witnesses: Dr. Robert Whitehead, Associate Administrator for Aeronautics and Space Transportation Technology
Gary Payton, Deputy Associate Administrator for Aeronautics and Space Transportation Technology (Space Transportation Technology)
Continuing their FY 1998 NASA oversight hearings, the Subcommittee on Space and Aeronautics invited Dr. Whitehead to testify on NASA’s Aeronautics programs, and Mr. Payton to testify on the status of the Reusable Launch Vehicle (RLV) program, and the Advanced Space Transportation Program (ASTP), and other current and planned NASA efforts to pursue new space transportation technologies and systems.
The hearing was very cordial with Members focusing most of their attention on NASA’s Reusable Launch Vehicle (RLV) program.
Chairman Rohrabacher mentioned that while he did not support abolishing Code X, he sees the benefit of the new management arrangement. He spoke of “cheap access to space” as being like “cheap access to the skies.” The government has a similar role in both arenas; this role is specifically technology development and not operations.
Rep. Cramer made his first appearance as the Ranking Member of the Subcommittee. He focused his remarks on the X-33 and Advanced Space Transportation Program (ASTP) efforts and Marshall Space Flight Center’s role. He also expressed interest in the status of NASA’s joint activities with the Federal Aviation Administration on improving the safety and efficiency of the nation’s air traffic management system.
Dr. Whitehead testified about the strategic alliance between the combined Aeronautics and Space Transportation Technology Enterprise and how this merger creates a unique synergy of customers, technology, research facilities, and expertise. He stated that research and technology remain the products, and as such, NASA conducts pre-competitive, risk reducing research, along with some focused technology validation and demonstrations. He spoke of shaping the Enterprise around three technology “pillars for success:” Global Civil Aviation, Revolutionary Technology Leaps, and Access to Space.
Mr. Payton gave the Committee a status report on the DC-XA, X-34, and X-33 programs. He spoke of how these programs are demonstrating technologies of the 90’s. He shared with the Committee several hardware pieces that have been developed as part of the X-33 effort.
High Performance Computing and Communications (HPCC) -- Mr. Cook asked about the single-year increase in HPCC in FY98 (in FY97 it is $23.3M, FY98 is $45.7M and FY99 is $20.8M). Dr. Whitehead responded we have $10M for work on the Next Generation Internet as well as a one-time expense to purchase a testbed for the Computational Aerosciences program.
Aviation Safety -- Chrm. Rohrabacher asked whether there are any FY98 funds as part of the $500M NASA will devote to aviation safety research. Dr. Whitehead responded that our plan is to identify funds in the FY99 budget, but if NASA is asked to begin earlier, we will redirect up to $50 million in FY98. The Chairman asked who will head this effort; Dr. Whitehead answered that NASA will, and we have a NASA-DOD-FAA task force identifying research priorities. Mr. Weldon later asked for a clarification on the leadership issue, and Dr. Whitehead said that NASA just finished a two-year study on aviation safety and we were preparing to redirect resources to address this issue; the Vice President’s announcement of this ambitious goal in aviation safety research (to reduce aircraft accidents by a factor of 5 in 10 years and a factor of 10 in 20 years) merely accelerated our timetable. Chrm. Rohrabacher asked whether money will be drained from other aeronautics programs to pay for this initiative. Dr. Whitehead said we will redirect funds from ongoing programs, but we have not identified the specifics yet.
X-33 Design -- Chrm. Rohrabacher asked if the X-33 design had changed. Mr. Payton relied that it is the same design. Chrm. Rohrabacher expressed concern about what happens if good technology goes wrong. Mr. Payton replied that no matter what happens to the X-33 vehicle itself, NASA will continue to be in the business of technology development and demonstration.
X-33 Risk Mitigation -- Chairman Rohrabacher asked if we should fund two or three X-33 vehicles. Mr. Payton replied that the cost of a second tail number would be prohibitive and would run between $330-360 million. Rep. Weldon was pleased that NASA plans a second X-34 tail number in light of DC-XA, but wondered why NASA didn’t plan for a second X-33 tail number. Mr. Payton replied that the cost of a second X-33 would be ten times that of an X-34. Chairman Rohrabacher asked what funding would be required to have long-lead parts for another X-33 tail number. Mr. Payton estimated around $200 million.
Role of MSFC -- Rep. Cramer stated that on the X-33 program, NASA is both and investor and a supplier of technical analyses and hardware. He wanted to understand the role of MSFC on both of those fronts -- including how many people were working on the program. Mr. Payton responded that throughout NASA, only 20 people were managing the X-34 and X-33 programs. However, under task agreements to Lockheed Martin, 350-375 MSFC employees were working on X-33 as “subcontractors” to Lockheed Martin.
X-33 Budget and Schedule -- Mr. Weldon asked if the X-33 is within budget. Mr. Payton responded that since we are paying by the milestone, was can track the budget very closely and that we are doing very well at keeping on plan. Rep. Cramer asked about the next milestone anticipated in the program. Mr. Payton responded that the Critical Design Review (CDR) of subsystems is scheduled for this summer.
X-33 Autopilot-- Mr. Weldon questioned how NASA would address using the autopiloted X-33 for missions to the Space Station. Mr. Payton replied that we are working with Lockheed Martin to define requirements. If NASA becomes a user of the operational Reusable Launch Vehicle, we will establish metrics on what reliability we need in order to use the RLV for crew changeout missions to Station.
Line Between Aviation and Space Travel -- Mr. Cook asked if X-33 technology will blur the line between aviation and space travel. Mr. Payton replied that while the X-33 is striving for airline-like operations for space travel, we can’t promise that the RLV will allow vacations to low-Earth orbit. Dr. Whitehead added that studies have shown that Mach 2.5 is the fastest speed that makes sense for global civil passenger travel.
Technology Advances -- Chrm. Rohrabacher asked Mr. Payton to address skeptics who could argue that the same promises being made about RLV were made about the Space Shuttle when NASA was developing it, and yet, the plume of the shuttle is made by dollar bills burning. Mr. Payton replied that this time we are proceeding with technology demonstration first. Because the RLV design is single-stage-to-orbit, we don’t have to restack the vehicle after each flight, simplifying operations and reducing costs. Mr. Rohrabacher continued his line of questioning by asking Mr. Payton to respond to the statement that the technology of today is cheaper than the technology of the 70’s. Mr. Payton replied that modern manufacturing techniques have made fabrication costs decline, and advances in composites allow us to build lighter-weight structures. Also, with the X-33 we will be able to take advances in aeronautics and demonstrate them for aerospace use.
Life After X-33 -- Mr. Cramer asked if the reports of an X-37 program were true and what it objective would be. Dr. Whitehead replied that NASA needs to assure we have an ongoing technology development program. We will still be in the technology development business after X-33 by continuing to validate systems in flight tests. This effort is referred to by some as X-37 and its objective would be to demonstrate the next generation of technologies beyond X-33.
X-33 Environmental Impact -- Mr. Cook asked what NASA has found during the Environment Impact Statement Process. Mr. Payton replied that we have encountered no show-stopping concerns. The X-33 is a very clean vehicle -- the bi-product of combustion is steam. The public comment period recently closed, and a Decision of Record is expected in October.
NASA Cooperation on the EELV Program -- Mr. Weldon was interested in hearing about cooperation between NASA and DOD on EELV. Mr. Payton replied that EELV is time-phased differently than RLV and that DOD believes they can deliver EELV soon enough to reap the benefits before the full-scale RLV becomes operational. Mr. Weldon opined that since Lockheed Martin is one of the EELV contractors, than there might by some synergy.
Mr. Chairman and Members of the Subcommittee:
I am pleased to be here today to discuss NASA's Aeronautics and Space Transportation Technology Enterprise and FY 1998 budget request of $1,469.5 million. The Enterprise has seen a great deal of change over the past year, which we believe has strengthened both the aeronautics program and the space transportation technology program and is leading us to an exciting future. In 1996, NASA combined the Aeronautics and Space Transportation Technology programs, creating a strategic alliance between them to develop, in partnership with industry, advanced technologies in aeronautics and space transportation, and to facilitate the transfer and commercialization of these technologies. This tradition goes back 80 years in aeronautical research.
It is not NASA's job to build operational vehicles, either for aviation or space transportation. It is NASA's job to reduce the technology risk enough so that industry can produce vehicles for use by both the government and commercial sectors. To this end, NASA conducts enabling, pre-competitive, risk reducing research, along with some focused technology validation and demonstrations. The application of this research supports NASA mission requirements while improving U.S. economic competitiveness. Leading the world in flight - in the air as well as space - has a profound impact on our Nation: socially, economically, and politically. And now, more than ever, we in government are being asked to ensure the relevance of our national investments. The value of NASA's work to the U.S. taxpayer is the extent to which we add to the economic well-being and security of this country for future generations.
Strategic Framework
As we combined these two programs, we worked with our partners in government, industry and academia to develop a strategic framework to guide our research over the next two decades. Last year, the NASA Administrator challenged us and our government and industry partners to develop revolutionary goals for the future; goals for pioneering, high-risk, innovative concepts and technologies that will break old paradigms and create new markets for U.S. industry. At the same time, NASA went to the National Research Council for independent guidance on our strategic planning process.
Through this planning process we have shaped our Enterprise around three technology "pillars:" Global Civil Aviation, Revolutionary Technology Leaps, and Access to Space. Global Civil Aviation focuses on issues of safety, affordability of air travel, and environmental compatibility for subsonic aircraft, while Revolutionary Technology Leaps tackles these challenges for a new generation of both subsonic and supersonic aircraft. In Access to Space, we intend to incorporate aeronautics technologies and operational efficiencies with revolutionary new space propulsion, control and structural technologies for launch vehicles to reduce the cost of launching payloads to Low Earth Orbit and geosynchronous orbit, which will open the door to space for a wider segment of our Nation's economy.
A tremendous amount of thought, time, and energy has gone into developing these goals; we have defined the areas where we feel NASA's investment will provide the best return. In each pillar, we have defined 10- and 20-year goals. These will be presented by the NASA Administrator next week.
Aviation Safety
I would, however, like to discuss one of those goals, which recently was announced by Vice President Gore as a recommendation of the White House Commission on Aviation Safety and Security. That is to provide the technology that will reduce the aircraft accident rate by a factor of five within 10 years, and by a factor of 10 within 20 years. This is an extremely aggressive goal, but critical to the continued health of aviation. Great strides have been made over the last 40 years to make flying the safest of all the major modes of transportation. NASA is proud of our contributions, including wind shear detection systems, human factors in cockpit resource management, general aviation crashworthiness, and non-destructive structural integrity evaluation systems. However, at the projected growth rate for air travel, even at today's low accident rate of less than two hull-loss accidents per million flights, in the future we could see one major accident a week in the news if no further improvements are made.
NASA's research expertise, particularly in human factors, can provide significant safety gains in the future. Studies show that a high percentage of accidents are related to human error. Even though more and more technology finds its way into the cockpit, humans still make the critical flight decisions. NASA's research will help provide the insight needed to design error-tolerant systems. Joint NASA-FAA research on air-system safety using technologies for improved situational awareness, such as new sensors to detect weather-related hazards, and a modern, satellite-based global air traffic management system to prevent collisions with other aircraft and enhanced ground proximity warning systems to prevent flight into terrain, are being developed. Safety advancements to assure the integrity of aging aircraft will include development of on-board monitoring systems that predict, detect, and correct potential malfunctions, and other new technologies as well.
A NASA-led team with FAA, DOD and industry members is currently developing the details of a safety research investment strategy to meet our bold goal. When this team finalizes the research investment strategy, we will look at our ongoing research to determine where we can redirect work and resources, and develop a funding strategy to meet our commitment. NASA has committed to spend up to $500 million over five years in pursuit of this goal.
Aeronautics Programs
NASA's Aeronautics research goes well beyond vehicle technologies to focus on the long-term safety, efficiency, and environmental compatibility of aircraft and the system in which they operate. Developing technologies that cannot be utilized in the system or that do not add value is not a good use of taxpayer dollars. NASA works closely with the FAA, DOD and U.S. industry in all our aeronautics efforts to ensure we develop the high-payoff, critical technologies that can be used in future vehicles and systems.
The High Speed Research (HSR) program addresses high-risk, make-or-break environmental and economic "barrier issues" that currently prevent any manufacturer from making a commitment to build a High Speed Civil Transport (HSCT). Industry trade studies indicate that a substantial market exists for an HSCT that would travel at more than twice the speed of sound, provided that stringent noise and emissions standards can be met and that ticket prices will be roughly equivalent to those on subsonic aircraft. Successful U.S. leadership in this next-century market could mean $200 billion in sales and 140,000 high-quality jobs in the U.S. NASA is working on the technologies that should make U.S. leadership possible in this next arena of global competition. The FY 1998 budget request for the High Speed Research program is $245 million.
In 1996, we completed Phase I activities which were focused on defining critical HSCT environmental compatibility requirements in the areas of atmospheric effects, community noise, and sonic boom. The results of Phase I provide confidence that the necessary technology can be developed. Also in 1996, we reached a critical milestone for the HSR program, defining the Technology Concept Airplane (TCA). This allows us to measure technology development for the program. The baseline includes:
Using the TCA as a baseline, we will continue technology development in FY 1998. We will fabricate and test airframe wing and fuselage subcomponents, complete detailed design of the testbed exhaust nozzle concept, select the core engine combustor and determine the flight deck configuration.
Regardless of the success of a future HSCT, subsonic aircraft and the system in which all aircraft operate will remain the foundation for air travel in the next century. The Advanced Subsonic Technology (AST) program provides focused technology to ensure continued U.S. leadership in aircraft manufacture, aviation system safety, capacity and efficiency, and protection of the environment. In addition to safety research, which includes both aircraft and air traffic system work, the AST program focuses on reducing the environmental impact of the growing fleet. NASA also is developing technologies that could lower both the manufacturing and operating cost of new aircraft, resulting in better U.S. competitiveness and ultimately lowering airfares to the traveling public. The FY 1998 budget request for AST is $211.1 million.
There were a number of important accomplishments in AST in 1996. For instance, we are making great progress in noise reduction, with tests indicating the potential for an advanced engine exhaust mixer design to achieve a 2-3 EPNdB reduction (our goal is 6) in noise. Reductions of this magnitude could allow up to a 100% increase in airport capacity without increasing community noise. In composites, we documented a wing design which will meet our goals of a 5-20% reduction in wing manufacturing cost, 25-40% reduction in wing weight, and 5-10% reduction in aircraft direct operating cost (relative to a 190 passenger airplane with an aluminum wing). For aging aircraft, we delivered to industry a verified structural integrity analysis code able to predict reductions in residual strength of a damaged fuselage. In general aviation, we developed a communication/navigation/surveillance system prototype which was implemented at the Atlanta Olympics as an early test to define general aviation "free flight" capabilities in a Visual Flight Rules environment. This flight experiment was nominated for the 1996 Collier Trophy. In the area of safety, NASA provided a tool to FAA which predicts wake vortices; FAA is now using it to scientifically determine safe aircraft spacing to avoid wake vortex hazards.
We will continue work in these and other areas in FY 1998; some key milestones include testing the most promising active noise control concepts to reduce engine fan noise, and completing benefit assessments on airframe noise reduction concepts. We will evaluate advanced combustor concepts for the potential to reduce nitrogen oxide emissions. The aging aircraft element will be nearly completed by developing specialized engineering analysis tools to quantitatively evaluate inspection finds by computing remaining life, inspection intervals, and the residual strength of structural repairs.
NASA's High Performance Computing and Communications (HPCC) program is part of the multi-agency effort to boost supercomputer speeds one thousand-fold to at least one trillion arithmetic operations per second - one teraflop - and communications capabilities one hundred-fold. Throughout government, we have applications and requirements for these capabilities. For NASA, teraflop capability should allow us to begin to model the complete physics of an aircraft and develop a 100-year ocean-atmospheric model for climate change. To get to the full fidelity of these models, we may need speeds of a thousand to a million times faster than a teraflop - and we will continue to work in this arena. We also will embed this capability in future spacecraft and remote exploration vehicles, greatly expanding the scientific return. The DOE recently demonstrated teraflop capability; however, this demonstration is at the theoretical peak performance which is relevant for only 4 or 5 percent of potential applications. For the majority of applications, we are at about 10 percent of our goal and significant progress needs to be made. HPCC efforts are funded in the Aeronautics, Space Science, Mission to Planet Earth and Education programs. NASA is also contributing $10 million to the Administration's Next Generation Internet initiative. The total FY 1998 NASA budget request for HPCC is $73.8 million. The portion funded in Aeronautics, Computational Aerosciences (CAS), is $45.7 million.
In 1996, the CAS Program achieved sustained multidisciplinary application speeds of 45 GigaFLOPS (billion floating operations per second), a speed previously unachieved by any NASA application. CAS is demonstrating that high-performance computing based on workstation clusters is a cost-effective, time-conserving alternative to traditional methods (vector supercomputers) for designing advanced products. Because of this work, overnight simulation of a complete airplane engine will soon be achievable. In system software development, we have developed techniques and tools that make parallel processing more practical, portable, efficient and flexible for users. This technology, together with the new microeconomics scheduler and the expanded 155 Mbps network service, has enabled central administration of NASA's experimental supercomputers at Ames and Langley Research Centers. Now, because of our ability to share jobs across systems, turnaround times are lower, computational capability is enhanced and utilization has increased.
In FY 1998, we plan to install a third-generation testbed to continue work in high-performance computing. We will demonstrate a portable, scaleable programming and runtime environment for Grand Challenge applications (e.g., Computational Aerosciences, Earth System Science) to enhance system software development. Last, NASA will support the federally coordinated Large Scale Networking Initiative - Next Generation Internet (NGI). The NGI is a three-year, $300 million federal investment to improve and expand the Internet, helping create the foundation for 21st Century networks.
The Research and Technology (R&T) Base has been restructured into six systems-oriented, customer-driven programs that serve the needs of the full range of aeronautical vehicle classes. The new structure is reflected in the FY 1998 budget request of $418.3 million. We restructured in order to better align our researchers with their government and industry customers and help us better use strategic planning in an austere budget environment. The R&T Base program now includes the following elements:
A reemphasis on flight research has been added within the R&T Base, to "build a little, test a little, fly a little," in order to advance and transfer technologies. For example, we are emphasizing flight research in the General Aviation Propulsion program, which will help reinvigorate this important U.S. industry. Hyper-X, which is the essential next step for airbreathing hypersonic flight, will demonstrate airframe-integrated, dual-mode scramjet in flight for the first time ever. This will provide us with critical data at Mach 5 to 10 which is unavailable in ground tests. The X-36 provides a low-cost, stealthy, remotely-piloted testbed for advanced control concepts. The fourth major flight program now in the R&T Base is Environmental Research Aircraft and Sensor Technology (ERAST). ERAST will enable cost-effective science missions and a wide range of unpiloted aerial vehicle (UAV) applications (i.e., communication, disaster avoidance, relief management) by developing vehicle and sensor technologies for cost-effective, high-altitude UAVs.
The R&T Base continues to serve as the vital foundation of expertise and facilities that meets a wide range of challenges and provides revolutionary new aerospace concepts. The new structure allows the R&T Base to remain focused on long-term technology needs while being more flexible and responsive to our customers.
Access to Space
For over three decades, the United States has led the world in the exploration and use of space. Space transportation systems, such as the Space Shuttle and commercial Expendable Launch Vehicles (ELVs), provide the means by which we can live and operate in space and are the enabling mechanism for achieving NASA’s mission. While these systems provide the most affordable and reliable launch capability available today, the relative high cost severely limits achievements in space science, exploration, and commercial development. Our understanding of the universe is restricted and many valid scientific questions go unanswered as missions and experiments remain unplanned and unmanifested.
Low-cost space access is the key to realizing the full potential of space and greatly expanding research and exploration achievement. Thus, dramatic reductions in space transportation costs are required to satisfy NASA’s long-term strategic plans and enable the U.S. launch vehicle industry to compete in a global market. Affordable access to space is the primary goal of the
X-33, X-34 and Advanced Space Transportation Programs (ASTP).
These programs are defined by customer need and develop promising advanced technologies which, once demonstrated, can be quickly transferred to commercial use. NASA has incorporated a commercial focus from early technology planning through program implementation and evaluation. Innovative partnerships have been formed which strengthen the alliance between industry and government, thus, eliminating unfocused technology and assuring alignment with National needs.
The X-33 and X-34 programs were initiated in direct response to the National Space Transportation Policy with the primary goal of reducing launch costs by a factor of ten. These programs provide the incremental technology development and demonstration and business planning required to enable a decision on whether or not to proceed with development of a low-cost next-generation launch system around the end of the decade.
The strategy behind incremental flight demonstrators is driven by the need to force technologies from the laboratory into “real world” operating environments. The “threat of flight” forces the program team to understand that each component, and team member, must function properly as an integral member of the overall flight system. This approach requires a maturity level in the technology development which cannot be provided in any other test environment. The requirement to fly forces advanced vehicle concepts and related technology efforts, such as the X-33 lifting body to become more integrated and to place additional focus on system technology demonstration.
As a first step, key new technologies have already flown in small-scale flight demonstrations on the Delta Clipper-Experimental Advanced (DC-XA) flight vehicle. For example, the first-ever, large-scale composite liquid hydrogen tank, together with composite fuel lines and valves, was flown on the DC-XA last summer. This represented the first major flight demonstration and a significant advance in the use of composites for cryogenic application.
The second incremental step in technology demonstration will be the X-34 program. The X-34 program was initiated in 1995 and combined NASA technology objectives with the development of a commercial reusable booster for small payloads. Last summer, the program was reorganized into a more effective flight demonstration test bed without the commercial launcher aspects of the initial agreement. This test bed will validate advanced technologies and demonstrate dramatic streamlining of vehicle operations, while maintaining safety and performance margins. As a result, the X-34 will greatly reduce the risk of developing new vehicles and permit full utilization of the technology advances.
A firm, fixed-price $49 million contract was signed with the Orbital Sciences Corporation on August 28, 1996, with an additional $11 million incorporated into government Task Agreements with NASA’s Ames, Langley, Dryden, Marshall and White Sands complexes and the Holloman Air Force base. The contract covers Phase I of a two-phase program.
Phase I consists of vehicle design, manufacture and checkout and two flight tests. This phase will be accomplished in 30 months with a first flight planned for late 1998 from the White Sands Missile Range. The X-34 will be operated as a test bed to demonstrate key embedded technologies as well as technology experiments and test articles.
A Phase II option will add 25 flight tests over a twelve month period after the basic contract has finished. These flights will cover a range of conditions and will be conducted from multiple launch and landing sites, such as the Kennedy Space Flight Center. A cost goal of $500 thousand per flight will guide the X-34 test program and will be used to maintain focus on low cost, streamlined operations. A second X-34 vehicle has been added to the program to provide a more robust flight program.
The X-34 program is proceeding as planned, is working toward a system design review in May of this year and begins major hardware delivery this summer. Fabrication of the fuselage, propellant tanks, wings, pressurant tanks and actuation systems has been initiated.
The X-34 is also building on technology initially developed in the ASTP program by continuing advancement of the "Fastrac" engine. The Fastrac and related propulsion subsystems will fly on the maiden voyage of the first fully-integrated powered X-34 flight. Critical design review (90% design completed) will be conducted in April. Hardware fabrication continues in support of turbomachinery, thrust chamber, and other subsystem testing beginning later this month.
In addition, this program is utilizing an independent team to assess the technical status and progress of the program. Additionally, the NASA Research Announcement for the X-34 requested proposals for technology experiments which could utilize the X-34. These proposals will be arriving in May.
NASA is requesting a total of $20.0 million for the X-34 program in FY 1998.
The third step of the RLV demonstration program, the X-33 program, is a larger and more aggressive experimental flight program than the X-34. It combines business planning with ground and flight demonstrations of advanced structures, materials and propulsion system technologies to: (1) mature technologies required for an operational system; (2) demonstrate the capability to achieve low development and operations cost; and (3) reduce business and technical risks to encourage commercial development and operation of a fully reusable launch system. The X-33 program includes a half-scale experimental demonstrator that will begin flight testing in Spring 1999.
X-33 is a crucial step if this country is to proceed with development of an operational RLV system around the turn of the century. The X-33 program will combine its results with the successes of the DC-XA and X-34 to provide an unprecedented 40-50 flight tests of new technologies and operations concepts prior to beginning full-scale development of a new system. The X-33 experimental vehicle will expand the boundaries of current technology.
On July 2, 1996, NASA selected Lockheed Martin Skunkworks to design, build and fly the X-33 test vehicle, demonstrate other key technologies and mature the business and commercial venture plans. The Lockheed Martin team is pursuing a vertical takeoff, horizontal landing lifting-body configuration which uses a linear aerospike main engine system and an integrated lifting-body shape.
Together, industry and government will develop crucial information required to proceed with full-scale operational RLV development. Each contributes an important role in understanding the technical feasibility and practicality of an RLV, the ability to meet future lift requirements, and the economic viability of commercial development and government participation options. This innovative approach, in concert with a performance-based Cooperative Agreement, has eliminated unnecessary government oversight and established a synergetic environment between government and industry.
Since last summer, the X-33 program has completed preliminary design reviews of all subsystems and the system design. Critical design reviews are underway for the major propulsion subsystems and the system critical design review will occur in midsummer of 1997. Critical elements of the fuel tanks, including the composite joints, have passed structural load testing. The oxidizer flight tank is in assembly and undergoing initial welding. The X-33 is no longer a paper design - we are building hardware.
Other important X-33 program progress includes the following:
• Wind tunnel testing of jet effects at Arnold Engineering is providing detailed dynamic and flight effects information;
• Vehicle control and performance measurements are being derived with transonic and hypersonic wind tunnel testing at Langley and Marshall Field Centers;
• Cryogenic testing of a ten-foot diameter multi-lobe composite hydrogen tank is underway at the Stennis Space Center;
• Thermal protection seal configuration testing is being conducted at NASA Ames Research Center; and
• Business, venture and Space Shuttle Transition plans are being refined by the Lockheed Martin Enterprise Development team. This team will provide a recommended business plan to the Program Executive Management Council (PEMC) in August of this year. The PEMC consists of the NASA Administrator and the Chief Executive Officers of Lockheed Martin and their Boeing, Rohr, Allied Signal and Sverdrup team members.
The FY 1998 budget proposes multi-year appropriations for development of the X-33. The requested funding is $333.5 in FY 1998 (including $3.7 million in Construction of Facilities), $313.9 million in FY 1999, and $75 million in FY 2000.
The Advanced Space Transportation Program (ASTP) was initiated last year to complement the X-33, X-34 and Space Shuttle upgrade technology developments and expand technology investments across the entire set of space transportation architecture needs. The primary focus of ASTP is to reduce the cost of space access to hundreds of dollars per pound and provide the core research and technology needed for the next 25 years. ASTP is funded at $43.1 million in the FY 1998 request.
In FY 1996, ASTP initiated discussions with internal NASA and commercial customers and formulated an initial program to address pressing space transportation needs not covered in other investment areas. The resulting program is advancing structures, thermal protection systems, propulsion and vehicle technology in three primary areas; (1) advanced space transfer; (2) low cost boosters; and (3) advanced reusable transportation technologies.
Advanced Space Transfer
The Advanced Space Transfer Project targets technologies that increase the efficiency and reduce the cost of current orbit transfer systems. Space transfer systems which increase transportation efficiency by more than a factor of two are achievable within the next five years. Payloads requiring delivery to high-earth orbits could be launched by smaller, lower cost launch systems or share space with other payloads on larger launch systems. Exploration initiatives like the New Millennium Program are focused on miniaturizing spacecrafts, but the cost advantage will not be realized unless the spacecraft propulsion reaches efficiencies which allow order of magnitude reduction in size and mass.
Work in this area includes the solar thermal propulsion flight experiment, Shooting Star, which will be flown on the GSFC-managed Spartan Carrier, and will be launched on the Space Shuttle. Manifesting of this mission is underway and the experiment has been designated the Spartan 208/Shooting Star. The Shooting Star full-scale solar concentrator and support structure has been delivered to MSFC by United Applied Technologies for dynamic testing. A Solar Thermal Propulsion conference will be held at MSFC on March 19-20, to discuss additional progress and technology achievements of this project. Over 120 participants from Government, academia and industry are expected to attend.
The Advanced Space Transfer Program also supports key science programs within the Agency. For example Deep Space 1, an asteroid and comet flyby mission of the New Millennium program, will benefit from solar-electric propulsion technology currently under testing. This "NSTAR" propulsion system has exceeded over 4000 hours of an 8000 hour duration. All other aspects of the NSTAR program are on schedule towards a July 1998 launch of the Deep Space 1 Mission.
Low Cost Boosters
Substantial work is also underway in the Low Cost Boost technology area with the Bantam System Technology Project (BSTP). This project’s primary goal is to develop and transfer technologies needed for a low-cost, commercial launch service for science, other government, university and commercial payloads of 150 kg to low-Earth orbit (200nm sun synchronous). An aggressive price of $1.5 million per launch has been targeted to drive technology to the fullest extent possible.
Phase I of this program began last spring and initiated development of low-cost components for propulsion and related systems. This work adapted commercial manufacturing practices, utilized commercial, off-the-shelf hardware and demonstrated early progress in low-recurring-cost structures, avionics and propulsion system components.
On March 10, MSFC released a NASA Research Announcement for Phase II of this program. The content of Phase II will be defined by the commercial participants and their proposals. Industry will define the end-to-end project, identify the high-risk technology areas and provide complete business and operations plans to allow for a successful commercial project. Based on these industry efforts, NASA will determine if any additional funding beyond FY 1998 is required. Proposals on this solicitation are due in late April, and will result in multiple contractor awards.
Advanced Reusable Transportation Technologies
The Advanced Reusable Transportation Technologies project rounds out the ASTP program and will mature the structures, thermal protection systems and propulsion technologies which hold the promise for an order-of-magnitude reduction in Earth-to-orbit transportation cost beyond the cost achievable using X-33 technologies. This next big step in access to space could be demonstrated by the end of the next decade. The focus in this program to date has been on Rocket-Based Combined Cycle propulsion systems which use air as rocket augmentation, reduce vehicle size, and could substantially increase overall vehicle efficiency.
Aerojet, Kaiser Marquardt, Penn State University, Pratt and Whitney, and Rocketdyne are under contract and design reviews of subscale engines thrusters have been completed. Initial test engine manufacturing has begun and component testing will begin later this month. All subscale engine concepts will be completed and under evaluation by the end of the calendar year.
Future Technology and Strategic Planning
NASA’s Aeronautics and Space Transportation Technology Enterprise has begun preliminary planning for technology demonstration investment requirements beyond the current technology programs. This planning is based on the premise that NASA will continue its mission to advance the state-of-the-art in aeronautics and space transportation technology through the use of ground and flight demonstrations. Investments required for future technology have been included in NASA’s outyear plans but have been relatively undefined. Experimental flight programs will be used when a near or mid-term (1-7 years) operational or development decision requires the maturity of flight- demonstrated technologies, much as the RLV decision requires the use of X-33, X-34 and DC-XA demonstrators. Our planning will define outyear vehicle concepts, commercial and government needs, technology drivers, and an integrated technology strategy across the agency.
Additions to the ASTP program to address transportation needs for the “Origins” program and long-term exploration missions are under consideration, as are other key investments needed across the ASTP architecture. ASTP and future X-vehicle plans will be integrated with other technology and space transportation investments to assure all NASA long-term strategic interests are met.
Legislative Provisions
As part of NASA's draft FY 1998 authorization bill, we hope to propose an amendment to Section 308 of the Space Act regarding insurance, indemnification and liability. The proposed legislation would serve two purposes: (1) to provide indemnification authority for development vehicles; and (2) to establish a statutory basis for NASA's use of cross waivers.
Indemnification authority is urgently needed for the test flights of the X-33 vehicle. NASA currently has no statutory authority available to address concerns of the operators of X-33 regarding liability. The language provides a similar indemnification approach NASA has long used for the Space Shuttle and is currently used by the Department of Transportation in licensing the U.S. ELV industry. The language also establishes a statutory basis for the broad, government-wide, reciprocal waivers of liability which NASA has long utilized in its aerospace activities.
Commercial Technology
Also funded within Aeronautics and Space Transportation Technology is the Commercial Technology Program, which aims to share the harvest of NASA's technology programs with the U.S. industrial community. This goal encompasses the commercialization of technology developed in all NASA's Enterprises, in past as well as current programs. The scope of the commercialization effort includes technologies created at NASA's Research Centers by civil servants and innovations from NASA grantees and contractors. This program assures that NASA's technology developments contribute broadly to a significant improvement in the quality of American life and an increase in America's international competitiveness.
Since 1994, the Agency's blueprint for achieving technology transfer has been the Agenda for Change. The Agenda for Change marked the beginning of NASA's new focus, management commitment, and employee empowerment to improve our contributions to America's economic security through the pursuit of our aeronautics and space missions. We have established metrics which allow program managers to determine the success rate of various strategies. We have also established a new information network for commercial technology transfer, "NASA TechTracS," which is fully operational and accessible to the public via the Internet. The FY 1998 budget request for Commercial Technology Programs is $27.8 million.
Conclusion
Mr. Chairman, NASA takes very seriously its responsibility to sustain U.S. leadership in civil aeronautics and space technology. We have set our sights on the future, and our goals - while they stretch our horizons - are achievable. We are working toward a future where air travel is safer, more efficient and affordable, and environmentally compatible, and where access to space is affordable and reliable. New opportunities in science and commerce await, and NASA is paving the way.
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