(b) Technical development.-In this area, the major effort will be devoted to the development of the concepts, techniques, and necessary technology for an aircraft integrated data system. Study of the proposed supersonic transport design in its operational and maintenance environment will be undertaken to determine the most efficient integration of data recording and processing functions such as: Maintenance and operation analysis and display of information on airplane systems mechanical conditions. Crash recording of significant operating parameters. Voice recording. Pilot display of flight profile correction information (relating course, climb, airspeed, fuel consumption, and management, position, and sonic boom). Such a system is required to improve operational safety, to reduce aircraft downtime and improve the reliability and safety of maintenance work performed to correct flight-induced mechanical problems. A substantial increase in safety of aircraft operation is expected from more timely and accurate information on status of all aircraft systems. Continuing research into the properties and characteristics of prospective supersonic transport materials and further studies of structural design and manufacturing techniques for the supersonic transport are included as a part of this program. (c) Management studies.—Management and technical studies are required to assist the Office of Supersonic Transport Development in establishing the special management tools for measuring progress in quantitation terms in areas such as configuration control and data management, integrated design and system analysis, reliability, maintainability, value engineering, and airline economics. Special studies or services will be required, as in the past supersonic transport research and development phases, to improve techniques for identifying and controlling those design elements that lead to high program risks. For example, refined estimating techniques to predict titanium design, tooling, and production aircraft costs on a commercial program are urgently needed, as well as continued and more comprehensive parametric analyses of direct and indirect aircraft operating costs and airline return on investment studies. (d) Related work by other agencies.-Funds are provided for the continued support of the National Academy of Sciences Sonic Boom Committee and the Department of Commerce in the furtherance of their supersonic transport studies directed by the President. 4. Program management, $1,900,000 Personnel services and benefits (103 positions). Other costs--- Total. Million $1.6 .3 1.9 Normal relationships between manufacturers and airlines have been encouraged and maintained. There has been free access and interchange of information between them with no impediments by the Federal Aviation Agency. In view, however, of the Federal Aviation Agency's responsibility to insure effective utilization of Federal funds, it has been necessary to employ a highly skilled and specialized staff to evaluate the efforts of the participating manufacturers. Originally, it was thought that a staff of 89 would be sufficient. In view, however, of the continuance of 4 prime manufacturers, as against the 2 originally programed, we plan to increase the staff to 103 as workload demands. The requested increase in personnel from 89 to 103 is for the added work entailed in contract supervision and special studies required by the proposed 1966 program. As necessary, we have and propose to continue to employ temporary consultants for special problems. Provision for this has been made in this estimate. The majority of the program management staff is and will be based in Washington, D.C. A small field staff is located at Los Angeles. It is comprised of three engineer-pilots, a flight test engineer, and two secretaries. Our program management philosophy provides maximum contractor freedom in the technical and schedule control of development. The management concept organized selected aspects of commercial management techniques in a special purpose system specifically designed to effectively integrate the unique Government/manufacturer and airline interests. Promotion of increased contractor responsibility in the program management and maximizing the commercial aspects of the program are fundamental to this concept. In this way, it is believed cost reduction will result and a simplified and more efficient management effort will be obtained. Management by exception is another premise. Cost, schedule, and technical progress will be periodically evaluated and measured against program objectives and check points. In view of industry's financial involvement through cost sharing, it is believed this method will prove effective. SCHEDULE ON SUPPLEMENT APPROPRIATIONS AND REVISED ESTIMATES Civil supersonic aircraft development [In thousands] 1. Present appropriation or estimate__. 2. Additional amount available (unobligated balance brought forward)_ $25, 754 4. Total actual and estimated obligations, fiscal year 1966_. 5. Less total amount available_. 6. 7. Estimated appropriation required_____. Estimated supplemental included in latest budget‒‒‒‒‒‒ 8. Date needed: for obligation, July 1, 1965; for expenditure, July 1, 1965 9. Estimated expenditures from revised estimate: In current fiscal year. After next fiscal year__. Total___ 25, 754 165, 754 25, 754 140,000 Mr. EvINS. In line with Mr. Jonas' question on personnel, the number of permanent positions increased from 89 to 103. Are most of the positions filled? Mr. BAIN. We have approximately 73 on the staff now, Mr. Chair man. Mr. EVINS. You actually have 89 positions authorized. Mr. BAIN. We have 89 authorized and 73 filled. CHRONOLOGY AND HISTORY OF SUPERSONIC TRANSPORT PROGRAM Mr. EvINS. We will also include in the record your chronology and history of the SST program. I think this is excellent in giving a complete history of the program. It details the committees, the work done, the studies made and is a very concise summary of the whole program. (The material follows:) CHRONOLOGY OF EVENTS, SUPERSONIC TRANSPORT PROGRAM, JULY 1965 December 1959: Study group formed within FAA to examine technical, economic, operational aspects of commercial supersonic transport development. May 1960: Initial congressional hearings on SST development before subcommittee of House Committee on Science and Astronautics. Recommended development of SST. July 1960: FAA-NASA-DOD policy-level meeting to discuss SST development. Participants headed by FAA Administrator Quesada, NASA Administrator Glennan, J. B. Macauley, of DOD R. & E., and Perkins, of USAF. Conclusions: (1) SST should be developed; (2) FAA should provide program leadership, fiscal responsibility; DOD, administrative, technical support; NASA, basic research, technical support; (3) FAA-NASA-DOD working group should formulate study program. September 1960: First meeting, FAA-NASA-DOD working group. October 1960: Report of initial SST economic study, under FAA contract, found (1) airline market would exist for SST and (2) Government support necessary for development. November 1960: FAA-NASA report to President recommended 2-year research program with $52.5 million funding. December 1960: FAA Administrator issued "Commercial Supersonic Transport Report," prepared in coordination with NASA, DOD, recommending executive and legislative branches give immediate attention to establishment of national SST program. December 1960: Initial SST engine cycle study contracts awarded to Pratt & Whitney, General Electric. March 1961: Congress requested to provide $12 million in FAA fiscal year 1962 budget for SST studies. March 1961: FAA Flight Standards Service published "Supersonic Transports A Preliminary Study of Airworthiness, Operations. and Maintenance Standards," product of work in this area beginning early in 1960. May 1961: FAA Administrator held meetings with airframe and engine manufacturers to discuss SST development. June 1961: FAA-NASA-DOD jointly issued "Commercial Supersonic Transport Report" outlining proposed research, development, and financing aspects of program, and specifying role of each agency as agreed in July 1960 meeting. Signatories: Secretary of Defense, Administrators of FAA and NASA. June 1961: FAA briefed airlines and CAB officials on proposed SST program, technical problems, planned research; stressed importance of airline input to program. July 1961: Three-member SST Steering Group comprised of the FAA Administrator (Chairman), Assistant Secretary of the Air Force for Research and Development, and NASA Director of Aeronautical Research formed to coordinate joint efforts in program. July 1961 to January 1962: Study of community and structural response to sonic boom, St. Louis, Mo. August 1961: Congress appropriated $11 million to FAA for SST research. September 1961: FAA-NASA-DOD “Management Plan, Supersonic Transport Aircraft" designated joint working group SST Task Group, with FAA member as Chairman, to coordinate research program with help of three-member working group and specialized joint teams. September 1961: FAA Supersonic Transport Program Management Office established to provide central program management, Air Force SST Support Office at Wright-Patterson Air Force Base, Ohio, to conduct contractual services and administer research effort with participation of joint technical teams. September 1961: "Project Horizon" report by White House Task Force on National Aviation Goals recommended SST development. September-October 1961: Formulation of fiscal year 1962 research program. October 1961: Airline advisory group formed to work in formulation, conduct of research program. Included assistant vice presidents of American, Trans World Airlines. November 1961: Initial requests for proposals for research contracts issued to industry. (Thirty-seven contractors were awarded one or more contracts during the 2-year program.) November 1961: Supersonic transport advisory group of distinguished private citizens in fields of finance, aeronautical research, airline management, airports, flight operations formed under chairmanship of retired Air Force Gen. Orval R. Cook to provide guidance, counsel, to steering group. April 1962: Initial research contracts awarded after evaluation of proposals in propulsion, structures, aerodynamics, materials, acoustics. May 1962: Research contracts awarded in fire prevention and fuels. June 1962: Research contracts awarded in areas of propulsion, thermal effects, aerodynamics, structures, nonmetallic materials, instrumentation. July 1962: Research contracts awarded to study engine components, lubricants, flight controls. August 1962: Research contracts awarded in areas of high-temperature hydraulie fluids, seals, sealants. October 1962: Congress appropriated $20 million to continue the 2-year research program. November 1962: Initial requests for proposals issued for fiscal year 1963 under new appropriation. December 1962: Sonic boom structural response study, Wallops Island, Va. December 1962: Report from supersonic transport advisory group recom. mended expeditious development of SST in Government-industry program. December 1962: Economics research contracts awarded. January 1963: President Kennedy established Cabinet-level committee under chairmanship of then Vice President Johnson to review program, coordinate further effort. January 1963: Flight test program to study SST flight control and display concepts initiated by FAA, U.S. Air Force at Wright-Patterson AFB, Ohio, Randolph Air Force Base, Tex., with participation by pilots from airlines, FAA, U.S. Air Force, NASA, industry. January 1963: NASA identified four supersonic commercial air transport (SCAT) research configurations for further study, awarded 9-month configuration-study contracts to Boeing, Lockheed. February 1963: Study of possible effects of sonic boom on light aircraft conducted at Edwards Air Force Base, Calif. No significant effects found at levels six times higher than expected from SST. March 1963: Initial contracts awarded in fiscal year 1963 research program after evaluation of proposals in areas of controls, displays, instrumentation, environmental studies, flight simulation. April 1963: Airframe, systems analysis research contracts awarded. April 1963: First in ongoing series of meetings held with British and French in Washington to discuss SST airworthiness, environmental factors. May 1963: SST air traffic control studies initiated at FAA National Aviation Facilities Experimental Center. May 1963: Supersonic transport advisory group supplemental report to steering group examined management, economics aspects of SST development. May 1963: FAA Administrator sent program report, recommendations to Vice President. May 1963: Vice President, Cabinet committee sent program recommendations to President Kennedy at conclusion of series of review meetings. June 1963: President announced determination to proceed with SST program in address at Air Force Academy. June 1963: President sent message to both Houses of Congress recommending support for SST development, subsequently requested $60 million for design funding. June 1963: FAA issued report "Supersonic Transport" embodying program put forward by President. July 1963: FAA Office of Supersonic Transport Development established succeeding the program office that managed research. Gordon M. Bain, then Assistant Administrator for Appraisal, was named Deputy Administrator for Supersonic Transport Development. July-August 1963: Request for proposals establishing design, performance objectives for airframe, engine, associated systems prepared in coordination with airlines, manufacturers, aviation groups, Government agencies concerned. August 1963: President appointed Eugene R. Black Special Adviser on financial aspects of SST development. Stanley de J. Osborne was appointed his deputy. |