takeoff through exploitation of the inverted-flow coannular exhaust nozzle principle. An augmentation of the SCAR program will also permit us to accelerate critical design analysis and wind-tunnel experiments on advanced aircraft configurations and to expand the program in superplastic forming and diffusion bonding of large titanium structural components. We propose to increase the funding levels for both SCAR discipline research and the VCE component test program by a total of $4.1M such that fiscal year 1978 SCAR/VCE funding would be $15.2M.

In Helicopter/Vertical-Takeoff-and-Landing (VTOL) Technology, we have begun flight tests of the Rotor Systems Research Aircraft (RSRA), which first flew in October 1976. The RSRA will be utilized in advanced rotor research as a flight research facility which is the culmination of the research activities carried on in ground laboratory facilities and in preliminary flight experiments. The objectives of our helicopter research are increased performance, reduced vibration and noise, and improved flying qualities. An area of emphasis in fiscal year 1978 will be helicopter transmissions, in which advanced components, such as bearings and gears, will be integrated and tested. Substantial reduction in transmission maintenance (or time between overhauls) is the goal of this effort.

In General Aviation technology our broadly based R&T program has been strengthened in the past few years and is now showing visible results on production aircraft. Activities continue in crashworthiness, noise and emission reduction, drag reduction, stall/spin research, integrated avionics systems, and the Quiet, Clean General Aviation Turbofan (QCGAT) experimental engine.

A closely related technology area which has received considerable recent attention is that of Aerial Applications or agricultural aviation. Program definition is underway in fiscal year 1977 by means of systems studies and preliminary experimental evaluations. During fiscal year 1978, we expect to investigate aircraft characteristics, flow-field modification, integrated dispersal equipment, and specialized measurement systems. Efforts thus far, and complementary programs by EPA, USDA and FAA, show that significant improvements can be achieved. The current Short-Haul/STOL technology program is chiefly comprised of the Quiet, Short-Haul Research Aircraft (QSRA) project, NASA participation in the USAF flight tests of the Advanced Medium STOL Transport (AMST) prototype aircraft, the Quiet, Clean Short-Haul Experimental Engine (QCSEE) Program, and the STOL Operating Systems Experiments Program. Flight research on the QSRA is scheduled to begin in fiscal year 1978, following completion of modifications to the C-8A Buffalo underway at Boeing (as shown in the inset). The QSRA is a research aircraft designed to permit flight investigations over a range of conditions beyond the capabilities of an AMST which, as a military pre-production prototype, is necessarily a point design. The QSRA will also allow flight research specifically addressed to future civil applications. NASA's participation in the AMST flight test program yielded early and valuable research data. In fiscal year 1978, during the AMST development phase, we will have additional opportunity to measure a wide variety of research data for use in correlation with wind-tunnel data and theory.

The preceding technology areas have received special attention in our program planning because of their relationship to identified needs and opportunities. I would like to discuss briefly some examples of our work in more generic technology areas and in the R&T Base. In the time available I must be highly selective, but my full statement contains more examples and more thorough explanations.

NASA conducts a coordinated program of configuration research aimed at the improvement of military combat aircraft. Using wind tunnels, remotely-piloted research vehicles (RPRV) and full-scale military aircraft, we are seeking ways to enhance maneuverability. Out of this activity has come the Highly-Maneuverable Aircraft Technology (HiMAT) Program, in which an RPRV flight research facility will demonstrate the integration of many advanced design features. Fabrication of the HiMAT research vehicle will be completed in fiscal year 1978, and flight research will begin. This vehicle is expected to be capable of twice the "g" loads of current and emerging maneuverable aircraft.

In the area of environmental-impact reduction, the Stratospheric Cruise Emissions Reduction Program was begun in fiscal year 1977 and will enter hardware phases in fiscal year 1978. The objective is to demonstrate advanced combustor technology which could enable significant reductions in nitrous-oxides (NO,) emissions of future subsonic aircraft during high-altitude cruise operations. The target is an emissions index at or below the recommendation of the Climatic Impact Assessment Program (CIAP).

As an example of R&T Base activities, I would like to highlight one investigation, that is, our work in aeroelasticity, where our research is aimed at developing the capability to predict and avoid wing flutter. Flutter is due to interactions between unsteady aerodynamic loading and structural response. Our program involves theory, computer analysis, and wind-tunnel and flight testing. The objectives include both prediction of flutter-inducing conditions and the development of control techniques for minimizing the structural response. Flight research in fiscal year 1978 will make use of the Navy FIREBEE II Drone, modified to accept a variety of wing planforms. Some research wings are designed to flutter within the vehicle's flight envelope. Since the FIREBEE is an RPRV, it can be flown beyond the flutter boundary (into the cross-hatched region on the altitudespeed plot) and obtain flight data not attainable with manned aircraft. The first flight tests of such a research wing will be conducted in fiscal year 1978, both with and without active controls.

The fiscal year 1978 program we have presented is the result of considerable planning activity during which we examined each of the program areas to define desirable research and technology activities. While energy efficiency for subsonic civil aviation is given our highest priority again this year, we are already involved in assessing our other programs, needs, and opportunities as we enter the planning cycle for fiscal year 1979. Meanwhile, we are confident that our fiscal year 1978 budget request provides for a balanced program which effectively addresses the technology problems of today and maintains a necessary core of research preparation for the future.

I would like now to address the NASA fiscal year 1978 Space technology program. Within NASA it is the responsibility of OAST to provide the advanced technology that other NASA program offices (and industry) require so that future space programs can be effectively selected, planned, and successfully accomplished. This is a major responsibility since, if the research and technology are not advanced and technological breakthroughs are not made, then the future opportunities cannot become reality. For this reason, we devote a great deal of attention to space technology planning, and our planning has identified key space technology needs in the power, propulsion, materials, structures and electronics areas.

Our proposed fiscal year 1978 Space research and technology budget request represents a substantial increase over fiscal year 1977 funding, particularly in the Systems Technology and the Experimental programs. To a great degree these increases are a reflection of the maturing of the individual technologies so that they can be assembled and demonstrated as systems and experiments. In the area of the Systems Technology programs, for example, we are increasing our activities in space materials and structures disciplines because it is clear that this technology is a necessary ingredient for many potential future space programs. In the area of Experimental programs, our experiments to be conducted on the Space Orbiter are rapidly beginning to take shape as a viable source of new technology.

I would like now to discuss examples of critical technologies from each of the five disciplines I mentioned earlier. Let me begin with Space Power.

New higher power and longer life energy systems at reduced weight and costs are essential to all future space systems. A major goal in this area is to develop and demonstrate a photovoltaic solar array, with 100 watts electrical power output per pound of weight. This goal is a three- to fourfold improvement over that possible today. A significant step has been achieved with the development of very thin silicon solar cells, 2 to 3 mils thick. These cells are one-fifth the weight of current cells. Our fiscal year 1978 efforts will be aimed at improving cell efficiency. This work is important to solar electric propulsion, to space industrialization and to other future concepts such as satellite power stations.

Our space propulsion technology must support a broad spectrum of Earthorbital and planetary missions. Thus, this discipline considers systems ranging from chemical propulsion with hundreds of thousands of pounds thrust down to very small electric ion propulsion systems with a millipound of thrust. The latter will be used in geosynchronous orbit for station keeping, replacing the chemical propulsion systems currently used at significant weight savings. For a communications satellite, for example, the payload capacity of the satellite could be increased by as much as 30 percent, permitting increased revenue return. A 20,000-hour, 5,000-cycle test of this system will continue in fiscal year 1978. We also plan a flight test on an early Shuttle flight. The basic technology in this small engine has been scaled up to a 30-millipound thrust and combined with a solar array, such as shown previously, to provide primary propulsion for future planetary exploration. Solar electric propulsion (SEP) makes significant reductions

in trip times possible and is therefore particularly attractive for outer planet missions, such as rendezvous with Halley's Comet.

To complete the discussion of propulsion, we have recently initiated an evaluation of the solar sailing concept as a potential alternate form of low-thrust space propulsion. The sail uses the pressure of light from the Sun to create a continuous propulsive force. Because light pressure is extremely small, the sail must be very large-about 150 acres to achieve required thrust levels. It must also be very lightweight to obtain acceptable trip times. These two conditions-large size and lightweight-combined with severe temperature and ultraviolet radiation environments establish the technology requirements.

The primary concern with solar sails is the sail material—it must be 1/10,000 of an inch thick to achieve the low weight required. Hence, this area is a significant effort within our space materials technology program. Our program is designed to provide sufficient information to compare the sail concept with the advanced SEP I discussed earlier for the Halley's Comet mission. We hope to be able to make this assessment of the relative merits of the two systems by August of this

year.

A primary emphasis in the field of structures technology is large-area structures which can be efficiently transported to orbit and deployed or erected. A survey of needs over the next decade has indicated that antennas and ffat-surface structures up to 1,000 feet are desired in low-Earth and geosynchronous orbits. Potential ultimate users of these systems include the Departments of Transportation, Interior, Agriculture and Commerce, primarily for Earth communications and resource services.

Deployable structures are being studied. The objective with deployable structures is to launch the largest structure possible within the smallest package while still meeting dimensional accuracy requirements. In the example shown, the reffector surface must achieve a surface accuracy of a few hundredths of an inch. Current technology can package a 100-foot antenna in a 14x31-foot package. Our goal is to pack a 300-foot antenna in the same size package.

The final discipline area I will discuss is Electronics. With the increased space activity envisioned with the operational Shuttle, mission support costs will become critically important. We hope to reduce these costs by an order of magnitude by providing the technology for automated operations in both Earth-orbital and planetary missions. For example, autonomous navigation will significantly reduce tracking and mission support costs.

With global data gathering required for a variety of applications, efficient data acquisition and precision pointing and control become essential. Dedicated sensors, which can monitor a selected feature such as crop status directly, and tunable sensors, which can obtain a large data set much as atmospheric pollutants are under development to maximize output per dollar cost. Precision pointing and control systems complement these sensors by permitting fine resolution of surface features and control of large sensor arrays. Emerging technologies such as chargecoupled devices (CCD), microprocessors, and fiber optics will permit revolutionary advances in real-time data processing and transmission to the users. Because of the high near-term payoff potential for real-time data management, our fiscal year 1978 program emphasizes this technology.

Let me conclude my testimony by reviewing briefly our Orbital Experiments Program (OEX).

We consider this program one of the more challenging elements of our entire Shuttle/Spacelab Technology Payloads Program. The object of the OEX is to exploit the unprecedented opportunity presented by the routine operation of the Space Shuttle to perform research and technology investigations in support of future space transportation systems. The Shuttle Örbiter is an order of magnitude larger than any vehicle previously built for atmospheric entry, and with it we can conduct flight research in an environment and under conditions which we cannot fully simulate either analytically or in ground-based facilities. The character of a typical Shuttle flight will provide opportunities for research in Aerodynamics, Aerothermodynamics, Structures and Materials, Flight Controls, and Propulsion, depending on the particular phase of the flight utilized for the purpose. The early thrusts of the program are directed toward leeward and windward heating during reentry because these are among the least understood phenomena and offer the potential of early, high return in terms of increased payload capability and attendant reduced recurring cost. A second important thrust is toward the collection of research quality information about the free-stream environment and the vehicle attitude relative to the free stream. This information is not only valuable in itself but is also an important contribution to our research in all of the aforementioned disciplines.

This morning I've only briefly described several highlights of our proposed program for fiscal year 1978. More detail is provided in the written testimony. We believe this is an exciting program that is critical to meeting the technology needs of the future.

Fiscal Year 1978 Aeronautics and Space Technology Program Summary

SECTION I-A. INTRODUCTION

In addition to the regular Office of Aeronautics and Space Technology (OAST) planning process and special NASA studies such as the Outlook for Aeronautics, the background for our proposed fiscal year 1978 Aeronautics program includes a number of recommendations contained in a September 1976 report of the Senate Committee on Aeronautical and Space Sciences. Our program and our long-range planning are essentially responsive to these recommendations.

It was recommended, for example, that NASA initiate a long-term program to revitalize the R&T Base, with particular emphasis on the maintenance of in-house capability, and that we undertake the advanced high-risk research and technology that industry cannot afford to support. Our fiscal year 1978 program includes a 10 percent increase in the R&T Base-a significant growth considering the fact that the high-priority Aircraft Energy Efficiency (ACEE) program is approaching its peak funding requirement at the same time. We have initiated an intensive assessment of the base programs, and the Aeronautics and Space Engineering Board of the National Research Council also is performing an independent assessment to further evaluate the quality and adequacy of the program and the balance between in-house and contracted activity. By its very long-lead nature and the inability to guarantee successful application, much of the base program does in fact constitute the high-risk effort which is beyond industry's ability to support.

The Senate staff report also recommended responsiveness to national needs through pursuit of technology applications permitting the incorporation of necessary advances in new aircraft with reduced technological and financial risk. Our proposed program is in consonance with this recommendation, both in a general sense and with respect to the specific areas cited by the Committee staff for particular attention. The specific measures recommended and addressed in the fiscal year 1978 program include: the efforts in turboprop technology, laminar flow control, and alternative fuels in the energy efficiency and propulsion research areas; focused research on noise abatement and engine exhaust emissions reduction; expanded safety research with increased emphasis on general aviation; accelerated preparation of supersonic cruise technology with primary concentration on the critical issue of variable cycle engine technology; and research on the problems of agricultural aircraft technology.

In regard to more advanced potential future developments such as vertical/ short-takeoff-and landing (V/STOL) and hypersonic aircraft, the staff report recommended recognition of "national needs" in transportation as an aid to establishment of research priorities. We recognize that the application of these advanced aircraft classes as transportation vehicles is definitely farther out in time than the more conventional types. However, since NASA is responsible for new technology in support of both civil and military aviation, the program includes continuing research in these areas in view of the probable nearer term military importance as well as the eventual civil potential.

A summary of the proposed NASA fiscal year 1978 Aeronautics program is presented in Section I-B, and Sections I-C and I-D describe the proposed activities in Aircraft Energy Efficiency technology and Supersonic Cruise Aircraft Research (SCAR), respectively, in more detail.

SECTION I-B. FISCAL YEAR 1978 PROGRAM SUMMARY

The fiscal year 1978 Aeronautics research and technology budget request is $231 million, an increase of 22 percent relative to fiscal year 1977. The increase is made up of an $8.5 million increment to the R&T Base, which generates advances in the primary technical disciplines and thus provides the foundation for both ongoing and future programs, and a $32.4 million buildup in Systems Technology and Experimental Programs, in which technology advances are carried toward the point where they can be applied in actual development. While responsive to the need for constraints on Government expenditures, this budget is designed to assure continued progress in fiscal year 1978 in each of the program areas selected for emphasis, and in the continued R&T Base preparation for more advanced programs in the future.

In the following statement, the proposed fiscal year 1978 NASA Aeronautics Program is presented in terms of highlights from the Systems Technology and Experimental Programs being conducted in the major areas identified in the NASA planning activities (Figure 1). Certain elements of the work will be presented under the headings of Generic Technology and R&T Base which include some other important systems technology activities and significant research which is more basic and not specifically directed toward particular applications. Proposed activities in Aircraft Energy Efficiency and Variable Cycle Engine-Supersonic Cruise Aircraft Research are presented separately in Sections I-C and I-D, respectively. In Helicopter/VTOL technology two major joint Army/NASA research programs are nearing the important flight testing phase. October 1976 saw both the first flight of the Rotor Systems Research Aircraft (RSRA) and the roll-out of the first Tilt Rotor Research Aircraft (TRRA) (Figure 2).

In order to improve the effectiveness of our helicopter research, the Ames Research Center has been designated our lead Center for helicopter technology activities. Research objectives are aimed at continuing advancement in helicopter performance, vibration and dynamics, noise and flying qualities.

The RSRA will be utilized in advanced rotor research (Figure 3) as a flight research facility which is the culmination of the research activities carried on in ground laboratory facilities and in preliminary flight experiments. Small-scale tests in wind tunnels (upper left, Figure 3) will evaluate rotor aerodynamics and advanced hub concepts; large-scale or full-scale tunnel tests (lower left) will follow for rotor concepts which show promise in the small-scale tests; flight tests of advanced rotor airfoils on the AH-1G "Cobra" Research Helicopter (lower right) will be completed in fiscal year 1977. RSRA flight tests (upper right) will continue into fiscal year 1978. They will be conducted with the initial rotors and in both the basic helicopter configuration shown and a compound configuration with wings and jet engines. Objectives include vehicle flight envelope expansion and investigations of handling qualities and other flight characteristics-some of which are possible only with a flight research facility such as the RSRA which permits us to isolate the rotor for research measurement and to operate over a broad range of rotor loadings by transferring load from the rotor to the wings. Future flight research on the RSRA will evaluate advanced rotors and control concepts now being explored in the R&T Base program. The two RSRA vehicles are scheduled to be delivered to the Ames Research Center in late fiscal year 1978 following their contractor flight-worthiness testing.

In the rotorcraft technology area, technology for Helicopter transmissions will be emphasized. The objective is to bring several advanced transmission components, which have reached individual technology readiness, into a state of integrated system technology readiness. The program goal is to establish a high level of confidence in the use of advanced mechanical components in civil and military helicopter transmissions and similar applications so that major reductions in maintenance can be realized (Figure 4). The program goal is 2,500 hours between overhauls, compared with about 700 hours today.

In fiscal year 1978 transmission system designs will be started, accompanied by some component testing-primarily bearings and gearing. Greater durability is sought in the bearings, and higher load capacity for a given size is expected in the gearing. Also being evaluated is a traction-drive speed reduction system which could exceed the capability of conventional gearing in terms of speed reduction, low noise and long life.

In the Tilt Rotor Research Program flight tests will get under way with a pair of research vehicles (Figure 2).

Proof-of-concept flight tests will start in fiscal year 1978, following full-scale tests in the Ames 40-by-80 foot wind tunnel. The objectives of the flight tests will be to explore the vehicles' operating envelope and to evaluate their performance, dynamic stability, handling qualities and terminal operations. By being able to operate the rotors both in this vertical-lift position (Figure 2) and in a forward-thrust, propeller-like position in flight, a tilt rotor aircraft attains the hovering characteristics of a conventional helicopter with about twice the cruise speed.

The technology of higher performance VTOL aircraft will be advanced through continuation of the aerodynamic and flight dynamic R&T Base activities. Both low- and high-speed wind-tunnel tests will be conducted with powered models. The Ames flight simulators and advanced analytical programs will also be used to improve the prediction of performance and flying qualities. NASA activities in VTOL technology will be closely coordinated with Navy needs and R&D programs.