State of the NASA Aeropropulsion Discipline Input from the Glenn Research Center

Summary

This presentation provides an overview of the aeropropulsion discipline at NASA Glenn Research Center presented at the NESC Propulsion Technical Discipline Team (TDT) Face-to-Face Meeting in April 2017. It highlights key thrust areas across subsonic, supersonic, hypersonic, and in-space propulsion, as well as test achievements for projects like QueSST, X-57, and BLI2DTF. Additionally, it details organizational challenges, program structures, strategic thrusts, and the ten-year investment budget plan under ARMD.

Page 1: Title Slide

D. R. Reddy and George Schmidt Propulsion Division NASA Glenn Research Center

NESC Propulsion Technical Discipline Team (TDT) Face-to-Face Meeting Marshall Space Flight Center Huntsville, AL April 6 – 7, 2017

Page 2: GRC Propulsion Division Main Thrust Areas

GRC Propulsion Division Main Thrust Areas

Aeropropulsion • Subsonic Aeropropulsion focused on improved fuel utilization, cleaner emissions, lower acoustic signatures and improved safety • Supersonic Propulsion focused on affordable supersonic flight over land with reduced sonic boom signature • Hypersonic propulsion – smooth and stable mode transition; efficient supersonic combustion • FTE: 139 • WYE: 35

In-space Propulsion • Chemical and Thermal Propulsion focused on MPCV/Orion development, Cryogenic Fluid Management (CFM), Lander and Green Prop technologies, Nuclear Thermal Propulsion and In-Situ Resource Utilization (ISRU) • Electric Propulsion focused on flight implementation of high-power Hall and Ion technologies, technology development of condensible-propellant and microspray systems, and research of advanced plasma-based technologies • FTE: 57 • WYE: 12

Cross-cutting Engineering Disciplines in Fluid and Thermal Systems

Physical Sciences and Biomedical Technologies

Page 3: Air-Breathing Propulsion Technologies

Air-Breathing Propulsion Technologies (~ 360 FTEs and 265 WYEs Supporting ARMD) Fundamental Physics, Engine Components, Propulsion Systems, Future Concepts

• Materials & Structures: High temp. materials, composites, mechanics, life prediction, structural dynamics; Tribology, coatings, mech. comp • Instrumentation & Controls: Active Flow Control, Particle Image Velocimetry • Systems Integration: Engine Simulation, Inlet & Nozzle Flows (Time-Averaged, Instantaneous) • Test & Evaluation: Turbomachinery and Heat Transfer, Propulsion Acoustics, Combustion, Icing, AeroAcoustic Propulsion Laboratory (AAPL), S3 Viking Aircraft for Icing and other Flight Research

Page 4: NASA Subsonic Transport System-Level Metrics

NASA Subsonic Transport System-Level Metrics …technologies for dramatically improving noise, emissions, & performance (Energy Efficiency & Environmental compatibility)

TECHNOLOGY BENEFITS vs TECHNOLOGY GENERATIONS (Technology Readiness Level = 5-6):

• Noise (cum below Stage 4):

Near Term (2015-2025): 22 – 32 dB
Mid Term (2025-2035): 32 – 42 dB
Far Term (beyond 2035): 42 – 52 dB

• LTO NOx Emissions (below CAEP 6):

Near Term (2015-2025): 70 – 75%
Mid Term (2025-2035): 80%
Far Term (beyond 2035): >80%

• Cruise NOx Emissions (rel. to 2005 best in class):

Near Term (2015-2025): 65 – 70%
Mid Term (2025-2035): 80%
Far Term (beyond 2035): >80%

• Aircraft Fuel/Energy Consumption (rel. to 2005 best in class):

Near Term (2015-2025): 40 – 50%
Mid Term (2025-2035): 50 – 60%
Far Term (beyond 2035): 60 – 80%

Progression: Evolutionary -> Revolutionary -> Transformational www.nasa.gov

Page 5: Targeted Supersonic Transport Capability Metrics

Targeted Supersonic Transport Capability Metrics

VEHICLE CAPABILITIES: • Operating Economics:

Mid-Term (2025-2035): Business aircraft economics
Far-Term (Beyond 2035): Airline economics • Cruise Speed:
Mid-Term: Mach 1.6 to 1.8
Far-Term: Mach 1.3 to 1.6 overland, higher over water • Range:
Mid-Term: 4,000 n.mi.
Far-Term: 4,000 to 5,500 n.mi. • Passengers:
Mid-Term: 6 to 90
Far-Term: 100 to 200 • Sonic Boom Noise:
Mid-Term: 70 to 75 PLdB
Far-Term: 65 to 70 PLdB • Airport Noise:
Mid-Term: Airport noise: ICAO Ch. 14, with margin
Far-Term: Airport noise: 15 EPNdB below Ch. 14 • Cruise NOx Emissions:
Mid-Term: <10 grams per kg fuel
Far-Term: <5 grams per kg fuel (plus reduced particulates and H2O vapor)

Page 6: NASA Aeronautics/DoD: Leveraging hypersonic capabilities

NASA Aeronautics/DoD: Leveraging hypersonic capabilities

Department of Defense: • Focus on operational mission (especially in near-term) • In-house expertise aligned with mission need • Enhancing test capabilities • Significant investment (especially in demonstrators)

Outcomes: Develop new military capability, Developing future workforce

Interactions / Collaboration:

Share valuable data with NASA enables DOD Mission
Provide subject matter experts and key facilities

NASA: • Focus on fundamental research (long term emphasis with near term impact) • Fully utilizes data from demos to advance/validate fundamental capabilities • Performs independent studies to assess Technology Readiness for advanced civil & military applications • Maintains unique facilities & skills with unique expertise to benefit broad aerospace community

Outcome: Fundamental research base for country & future missions www.nasa.gov | 6

Page 7: New Aviation Horizons - Supersonics

New Aviation Horizons - Supersonics

Low-boom flight demonstrator will pave the way for the development of a noise design standard for overland flight and new generations of supersonic civil aircraft.

Preliminary Design underway and proceeding on track with completion expected in Summer 2017. Further action pending Agency decisions. www.nasa.gov | 7

Page 8: New Aviation Horizons - Ultra-Efficient Subsonic Transport Demonstrators

New Aviation Horizons - Ultra-Efficient Subsonic Transport Demonstrators

• HWB Concept 1 (Tailless):

Hybrid/blended wing body without a tail
Non-circular, flat-walled pressurized composite fuselage
Upper aft fuselage mounted propulsion
Propulsion noise shielding
Unique cargo door for military/civil application

• HWB Concept 2 (Tail w/OWN):

Hybrid/blended wing body with conventional T-tail
Non-circular, oval pressurized composite fuselage
Aft, Over-the-Wing Nacelles
Fan noise shielding from wing
Unique cargo door for military/civil application

• TTBW–Transonic Truss-Braced Wing:

Truss-braced, thin, very high aspect ratio wing with folding tips
Conventional, circular pressurized fuselage
Conventional T-tail
Conventional under-wing propulsion system w/hybrid-electric variant

• D8–Double Bubble:

Double bubble fuselage with unique Pi-Tail
Non-circular, pressurized composite fuselage
Upper aft fuselage boundary layer ingesting (BLI) propulsion system
Propulsion noise shielding
Thin, flexible, high aspect ratio wing

www.nasa.gov 8

Page 9: X-57 approaching first flight

X-57 approaching first flight • X-57 “Maxwell”: general aviation-sized all-electric airplane • Phased modifications make X-57 a “design/build/learn” for future larger X-plane • Phase 1 first flight: March 2018

GROUND TESTING: Critical ground testing to validate key technology systems and vehicle performance and control (e.g., Airvolt Test Stand, Battery Cart, Control Room, Data Acquisition Racks).

NUMERICAL ANALYSIS: Computational Analysis to ensure Aerodynamic and Structural Performance.

X-PLANE DESIGN: X-Plane Design Passes Critical Design Review.

www.nasa.gov | 9

Page 10: QueSST 8x6 Supersonic Wind Tunnel Test

QueSST 8x6 Supersonic Wind Tunnel Test

Description: • NASA Commercial Supersonics Technology and New Aviation Horizons have partnered with Lockheed Martin to complete the preliminary design of a new demonstrator aircraft – an “X-Plane” – to demonstrate low-boom supersonic flight and validate NASA and industry’s low-boom design tools. • The Quiet Supersonic demonstrator design is being tested in the NASA Glenn Research Center 8x6 Supersonic Wind Tunnel in two phases: Aerodynamic and Propulsion. • The Aerodynamic phase of the test will use a live force balance to collect differential stability data for the aircraft design with various control surface configurations and inlet flow-through nacelle screens. • The Propulsion phase of the test will vary inlet geometry and mass flow plug position to collect inlet performance data.

Accomplishments: • Model built by Tri-Models and delivered to NASA GRC on 1/9/2017. • Model installed/check out complete on 2/24/2017. • First wind tunnel run on 2/24/2017. • First supersonic run on 2/28/2017. • Aerodynamic phase completed on 3/31/2017, with a total of 73 runs.

Significance: • The data will be used to evaluate the preliminary design and establish data for the final design/build RFP. • If the preliminary design phase is successful and approval/funding is received, a follow on project, based on a fully competitive process, will complete the design and fabrication of the X-Plane.

Page 11: Boundary Layer Ingesting Inlet/Distortion Tolerant Fan (BLI2DTF)

Boundary Layer Ingesting Inlet/Distortion Tolerant Fan (BLI2DTF) Completed Cruise Performance Testing in 8’x6’ Tunnel Completed L2 Milestone: AATT.03.L2.BLI.61.013

PROBLEM: Boundary layer ingestion (BLI) can provide a significant propulsive efficiency improvement relative to clean-inflow systems. In order to realize the system level fuel burn benefit from BLI, the propulsion system must be capable of performing well in a highly-distorted flow environment.

OBJECTIVE: Obtain experimental measurements of performance and operability for an integrated boundary-layer-ingesting inlet (BLI2) and distortion-tolerant fan (DTF) propulsor to validate pre-test predictions of 4.2% fuel burn benefit.

APPROACH: • Contracted with UTRC, Virginia Tech, and AEDC to conduct R&D required to advance the BLI2DTF technology to TRL 4 • Designed an experiment to generate appropriate incoming boundary layer characteristics for an embedded propulsion system of a candidate hybrid wing body vehicle at cruise • Used NASA’s fan drive rig to power the BLI2DTF propulsor and made detailed flowfield measurements at the inlet and upstream/downstream of the fan stage to determine performance and operability

ACCOMPLISHMENTS: • Completed wind tunnel tests of the BLI2DTF propulsor on Dec 9, 2016 • Successfully acquired high-quality data needed to validate BLI2DTF performance • Propulsor’s operability and stability was well-behaved across the range of conditions tested • Data analysis is underway with four papers being prepared for the AIAA Propulsion and Energy Forum in July, 2017

SIGNIFICANCE: • Advances the technology to improve fuel efficiency using BLI for a wide range of advanced air vehicle concepts.

Page 12: Combined Cycle Engine (CCE) Large Scale Inlet Mode Transition Experiment (LIMX)

Combined Cycle Engine (CCE) Large Scale Inlet Mode Transition Experiment (LIMX) in the NASA GRC 10’X10’ 3/29/2017

Objective: Obtain a unique Turbine-Based Combined-Cycle (TBCC) mode transition database and provide an assessment of SOA computational tools.

Four Phase Test Approach: ✓ Phase 1 (Mar, 2011 – Jun, 2011): Inlet characterization at Mach 4.0 & 3.0 with “open loop” mode transition sequencing ✓ Phase 2 (Aug, 2011 – May, 2012): System identification of inlet dynamics for linear control models ✓ Phase 3: 3A (Apr, 2015 – Jun, 2015) & 3B (December, 2015 – January, 2016):

Demonstrate closed loop inlet mode transition control at Mach 3.0
Characterize alternate inlet mode transition sequences at Mach 2.5 & 3.0
Demonstrate closed loop control at Mach 3.0, 2.5, and accelerating mode transition (M2.5 -> 3.0) ✓ Phase 3C (September, 2016 – October, 2016): Phase 4 facility risk reduction and WJ38-15 turbine engine operations simulation • Phase 4 (FY18-FY22):
Finish risk reduction checkout tests for WJ38-15 engine.
Demonstrate closed loop inlet mode transition with operating turbine engine (modified WJ-38-15 turbofan) at Mach 2.5 - 3.0
Feasibility of added propulsion elements (high speed DMRJ and integrated nozzle) are underway.

Phase 3C Test Results: • Simulate start up and shutdown of the turbine engine • Nominal mode transition (accelerating and decelerating) sequences while running a real-time engine simulation • Turbine engine hazard procedure verification • Controls investigation for safe engine operations • Some higher Mach number tests curtailed due to facility issues with electric power quality • Results contributed to progress in reducing risks for complete TBCC propulsion system demonstration with combustion

Phase 4 Schedule: • Phase 4 checkout: complete WJ-38 risk reduction testing. • Complete Ph.3c tests with engine controller hardware: 4/2018 • Install WJ-38 engine for combustion testing: 9/2018 • Phase 4a: Mode transition with WJ-38 engine: ~ 2/2019 • Phase 4b,c: Mode transition with DMRJ and full TBCC: TBD

Auxiliary activities: • NASA Hypersonic Technology Project formalized. Excellent DoD/AFRL collaboration continues. • Contracts underway or complete with 7 contractors:

Inlet support continues with TechLand Research
Turbine engine tasks underway with Williams International including oil-mist bearing work and wind tunnel integration engineering
DMRJ feasibility studies: Orbital/ATK, Aerojet/Rocketdyne, Innoveering
Integrated Nozzle conceptual design complete: Spiritech
Strongback design complete: Vantage Partners SBU / ITAR

Page 13: Capability Assessment of 0D/1D Icing Risk Code

Capability Assessment of 0D/1D Icing Risk Code POC: Joe Veres and Phil Jorgenson

PROBLEM: Develop in-house tool to predict the engine response to ice particle ingestion to evaluate the risk of icing.

OBJECTIVE: Estimate the parameters that indicate the risk of accretion, as well as to estimate the degree of blockage and losses caused by accretion for the ALF502, LF11 engine test points. Identify enhancement needed in the code (Level 2 AATT project milestone).

APPROACH: • Mean-line compressor flow analysis code was modified to include the effects of relative humidity on the fluid properties of air and water vapor mixture, and the subsequent effects on compressor performance (mass of water/mass of air) at the engine inlet, as well as the sublimation and evaporation of the particles through the flow path. • Pre-test evaluation of the LF11 test points using COMES to predict the likelihood of rollback. • Used code to guide the formulation of the altitude study test points. • Post-test evaluation of the test points conducted and defined icing risk criteria using COMDES and the engine thermodynamic cycle code.

RESULTS: • A relationship between blockage growth rate, ice-water flow rate to air flow rate ratio (IWAR), and static wet bulb temperature was observed and plotted generating an “Icing Wedge”. • Correctly predicted rollback points with 80% accuracy. • Code enhancements needed include: improved flow solver, increased fidelity in the stator flow model, improved code usability to enable use by non-experts.

SIGNIFICANCE: • The analysis provided additional validation of the icing risk parameters within the LPC, as well as the creation of models for estimating the rates of blockage growth and losses. • Enables icing susceptibility assessments of current and advanced ultra-efficient engines.

Page 14: Most Significant Outcomes

Most Significant Outcomes

GRC’s most noteworthy FY17 Propulsion outcomes include:

First-ever testing of Boundary Layer Ingesting Inlet with Distortion – Tolerant Fan (3-year effort resulting in a successful test). – Data will be used to verify the system-level benefits for advanced vehicle configurations using embedded inlet architectures. – Could be used as a testbed to test improved designs of distortion-tolerant fans. – Operability and stability was well-behaved across the range of conditions tested.

Page 15: Top/Major challenges

Top/Major challenges

Organizational: • Limited number of technical leaders

Retirement of key senior personnel. Others eligible or soon-to-be eligible over next few years
Losses due to retirements and transfers backfilled with less experienced employees and “fresh-outs.”
Development of new employees places additional demand on remaining experienced employees. • Lack of institutional/project resources (institutional, or project)
Flight Demos are very expensive – requested budgets not adequate without substantial partnership from industry
Cost of running major wind tunnels and rigs increases every year – project funding does not keep up with cost increase – New AETC model could help

Technical: • Cruise Efficient propulsion for supersonic flight while meeting airport noise requirement (Affordable Supersonic flight Over land) and high altitude emissions • Subsonic propulsion – Achieve High Thermal efficiency and Nox reduction simultaneously • Low carbon propulsion - Electric Propulsion needs High Power densities to be comparable to gas turbines

Page 16: Backup Charts

Backup Charts

Page 17: SCEPTOR X-57 Thermal Testing

SCEPTOR X-57 Thermal Testing

Problem: Understand heating within electric aircraft wings

Objective: Validate an analytical heat transfer model’s ability to accurately predict temperature of the X-57 traction bus throughout its mission profile. Determine the heat capacity and cooling rates of the flight wires and demonstrate an effective EMI shielding technique for vehicle thermal monitoring.

Approach: • Construct a representative power source and load to match the X-57 vehicle configuration and flight profile. • Instrument the wire with temperature sensors for open-air and insulated scenarios, using thermocouples and infra-red cameras. • Run representative power profiles and track thermal loads • Capture results into model parameters to better predict future flight scenarios.

Results: • Successfully completed testing - Test resulted in data that matched very closely with analytical models, and indicate that existing design will meet flight requirements • Brass shielding over Type E over-braded Neoflon PFA thermocouples with perpendicularly oriented sensors provides sufficient EMI shielding • Based on results, no additional thermal management methods will need to be employed to keep the wires within acceptable temperature limits.

Impact: • Simplifies future X-57 thermal analyses, and eliminates the need for further wing ducting design. • Provides a dataset to develop in-house thermal prediction tools for electric aircraft thermal management. (X57 Power Bus Thermal Testing at the NEAT facility; Results matched against analytical models)

Page 18: NASA Aeronautics Six Strategic Thrusts

NASA Aeronautics Six Strategic Thrusts 6 Strategic Research and Technology Thrusts:

Safe, Efficient Growth in Global Operations: Enable full NextGen and develop technologies to substantially reduce aircraft safety risks
Innovation in Commercial Supersonic Aircraft: Achieve a low-boom standard
Ultra-Efficient Commercial Vehicles: Pioneer technologies for big leaps in efficiency and environmental performance
Transition to Low-Carbon Propulsion: Characterize drop-in alternative fuels and pioneer low-carbon propulsion technology
Real-Time System-Wide Safety Assurance: Develop an integrated prototype of a real-time safety monitoring and assurance system
Assured Autonomy for Aviation Transformation: Develop high impact aviation autonomy applications

Reference: http://www.aeronautics.nasa.gov/pdf/armd-strategic-implementation-plan.pdf www.nasa.gov 18

Page 19: ARMD Programs with Strategic Thrusts

ARMD Programs with Strategic Thrusts

MISSION PROGRAMS: • Airspace Operations and Safety Program:

Safe, Efficient Growth in Global Operations
Real-Time System-Wide Safety Assurance
Assured Autonomy for Aviation Transformation • Advanced Air Vehicles Program:
Ultra-Efficient Commercial Vehicles
Innovation in Commercial Supersonic Aircraft
Transition to Low-Carbon Propulsion
Assured Autonomy for Aviation Transformation • Integrated Aviation Systems Program:
Flight Research-Oriented Integrated, System-Level R&T support all six thrusts
X-Planes / Test Environment

SEEDLING PROGRAM: • Transformative Aeronautics Concepts Program:

High-risk, leap-frog ideas supporting all six thrusts
Critical cross-cutting tools and technology development

www.nasa.gov 19

Page 20: FY 2017 President’s Budget

FY 2017 President’s Budget

Budget table ($ Millions): • Aeronautics:

FY 2015: $642.0
FY 2016 Enacted: $640.0
FY 2017: $790.4∣ F Y 2018 :$ 846.4 | FY 2019: $1, 060.1∣ F Y 2020 :$ 1,173.3 | FY 2021: $1, 286.9∣ F Y 2022 :$ 1,294.2 | FY 2023: $1, 307.6∣ F Y 2024 :$ 1,218.1 | FY 2025: $829.7∣ F Y 2026 :$ 839.5 • Airspace Operations and Safety:
FY 2015: 154.0 | FY 2017: 159.4 | FY 2018: 159.2 | FY 2019: 176.2 | FY 2020: 189.1 | FY 2021: 221.5 | FY 2022: 198.7 | FY 2023: 200.9 | FY 2024: 193.2 | FY 2025: 175.5 | FY 2026: 167.8 • Advanced Air Vehicles:
FY 2015: 240.6 | FY 2017: 298.6 | FY 2018: 277.4 | FY 2019: 308.8 | FY 2020: 311.6 | FY 2021: 312.6 | FY 2022: 321.3 | FY 2023: 315.0 | FY 2024: 318.9 | FY 2025: 317.7 | FY 2026: 326.7 • Integrated Aviation Systems:
FY 2015: 150.0 | FY 2017: 210.0 | FY 2018: 255.4 | FY 2019: 381.4 | FY 2020: 493.0 | FY 2021: 556.7 | FY 2022: 591.5 | FY 2023: 612.2 | FY 2024: 525.0 | FY 2025: 203.8 | FY 2026: 210.6 • Transformative Aeronautics Concepts:
FY 2015: 97.4 | FY 2017: 122.3 | FY 2018: 154.4 | FY 2019: 193.8 | FY 2020: 179.7 | FY 2021: 196.2 | FY 2022: 182.8 | FY 2023: 179.4 | FY 2024: 181.0 | FY 2025: 132.7 | FY 2026: 134.4

Note that NASA is still under a Continuing Resolution at this point. This budget is included as a reference but is not enacted. www.nasa.gov 20

Page 21: Summary – A New Era for NASA Aeronautics

Summary – A New Era for NASA Aeronautics

Investing In Our Future - Investments in NASA’s cutting edge aeronautics research today are investments in a cleaner, safer, quieter and faster tomorrow for American aviation: • NASA is entering the Administration transition with a strong portfolio with good stakeholder support. • No decisions have been made regarding the New Aviation Horizons (X-Plane) Initiative. • The X-57 distributed propulsion electric aircraft was announced. • The Hypersonic Technology Project (HTP) was approved for execution. • The Advanced Composites Project is moving into Phase II • Most key propulsion related research remains on track (e.g. Variable Speed Power Turbine, Small Core, Advanced Materials, etc)

www.nasa.gov 21

Page 22: Ten Year Investment Plan—FY 2017 Budget Accelerates Key Components of NASA Aeronautics Plan

Ten Year Investment Plan—FY 2017 Budget Accelerates Key Components of NASA Aeronautics Plan Fund the Next Major Steps to Efficient, Clean and Fast Air Transportation Mobility

• New Aviation Horizons: Start a continuing series of experimental aircraft to demonstrate and validate high impact concepts and technologies. Five major demonstrations over the next 10+ years in the areas of Ultra-Efficiency, Hybrid-Electric Propulsion, and Low Noise Supersonic Flight. (Major New Initiative within IASP) • Enabling Tools & Technologies: Major series of ground experiments to ready key technologies for flight. Research and ground demonstration for an advanced small engine core for very high bypass engines and as a hybrid-electric propulsion enabler. Development of next generation physics-based models needed to design advanced configurations. (Increases to AAVP and TACP) • Revolutionizing Operational Efficiency: Accelerate demonstration of full gate-to-gate Trajectory Based Operations. (Increase to AOSP) • Fostering Advanced Concepts & Future Workforce: Increased investment in new innovation through the NASA workforce and Universities. Leverage Non-Traditional Technology Advances: Pursue challenge prizes in areas such as energy storage, high power electric motors, advanced networking and autonomy. (Increase to TACP) • UAS: Strong continued research leadership in enabling UAS integration into the National Airspace. Extending the UAS in the NAS project for an additional 4 years. (Increases to IASP and AAVP) • Hypersonics: Increased investment to ensure a strong National fundamental research capability. (Increases to IASP and AAVP)

Build off of major current developments and accomplishments | Continue to incentivize new innovation www.nasa.gov 22

Page 23: Flight Demo Plan

Flight Demo Plan (FY17 - FY26):

• Hybrid Electric Propulsion Demonstrators:

Small Scale “Build, Fly, Learn”: Design & Build (FY17-FY18), Flight Test (FY18-FY19)
Transport Scale: Ground Test Risk Reduction (FY17-FY20), Preliminary Design (FY20-FY21), Design & Build (FY21-FY24), Flight Test (FY24-FY26), Total Demonstration Cost: $700M • “Purpose-Built” UEST Demonstrators:
Ground Test Risk Reduction (FY17-FY19), Preliminary Design (FY19-FY20), Design & Build (FY20-FY23), Flight Test (FY23-FY26), Life Cycle Cost: $400-500M
Potential Candidates: Ground Test Risk Reduction (FY17-FY19), Preliminary Design (FY19-FY20), Design & Build (FY20-FY23), Flight Test (FY23-FY26), Life Cycle Cost: $400-500M • Fully integrated UEST Demonstrator:
Preliminary Design (FY17-FY19), Design & Build (FY19-FY23), Flight Test (FY23-FY26), Life Cycle Cost: $850M • Low-Boom Supersonic Demonstrator:
Design & Build (FY17-FY20), Flight Test (FY20-FY23), Life Cycle Cost: $430M

Page 24: NASA Aeronautics Program Structure

NASA Aeronautics Program Structure Aeronautics Research Mission Directorate (ARMD)

Mission Programs: • Advanced Air Vehicles (AAVP):

Advanced Air Transport Technology (AATT)
Revolutionary Vertical Lift Technology (RVLT)
Commercial Supersonic Technology (CST)
Advanced Composites (ACP)
Aeronautics Evaluation and Test Capabilities (AETC) • Airspace Operations And Safety (AOSP):
Airspace Technology Demonstration (ATD)
SMART NAS – Testbed for Safe Trajectory Operations
Safe Autonomous System Operations (SASO) • Integrated Aviation Systems (IASP):
Environmentally Responsible Aviation (ERA)
UAS Integration in the NAS
Flight Demonstration and Capabilities (FDC)

Seedling Program: • Transformative Aeronautics Concept (TACP):

Transformational Tools and Technologies (TTT)
Convergent Aeronautics Solutions (CAS)
Leading Edge Aeronautics Research for NASA (LEARN)

Page 25: GRC Propulsion Division Mission and Vision

GRC Propulsion Division Mission and Vision

Mission: Lead the development of significant research products, technologies and flight systems to meet the future needs of NASA and commercial aerospace • Aeropropulsion Systems • In-Space Propulsion Systems • Fluid and Thermal Systems • Multidisciplinary Systems (e.g., ISRU, Human Research Program, ECLSS, Fire Safety) (Thermosciences Based)

Vision: Be broadly recognized for our: • Technical leadership, excellence and unique contributions in research, technology development and systems development • Ability to serve vital roles in meeting the most demanding goals of NASA and commercial aerospace