Development of this technology will, by FY02, contribute to the reduction of fighter/attack aircraft operation and support costs by 20%, increase range by 25%, reduce radar signature, and improve lethality. For large aircraft, the program will, by FY02, contribute to total elimination of aircraft hydraulics, enable landing without ground-based navigation aids into Cat III conditions, and contribute to a 20% increase in range or payload.

Technology barriers include the inability to generate directional aerodynamic control power for tailless aircraft; identify on-line aerodynamic model and control law changes needed to compensate for battle-damaged or failed control surfaces; package high-horsepower electric actuation within aircraft mold lines; field affordable, low-observable air data systems for highly dynamic flight vehicles; and field reliable photonic connectors, backplane, and electro-optic conversion components for fly-by-light.

Specific activities include a MANX flight test in FY98, a FBL COTS flight test in FY99, an AAW flight test FY99, and an RCTA flight test in FY01. The FATE vehicle (an uninhabited scaled technology demonstration) will be flight tested from FY01 through FY03. Based on contractor studies, MANX is predicted to produce a 13% improvement in range and a 15-20% reduction in peacetime loss rate due to spin prevention and departure recovery. Reduced support cost, signature reduction, and increased agility are still being assessed. FBL COTS will reduce life-cycle cost. RCTA is projected to reduce flight control development cost by 10%. AAW has a projected savings of 10% of the wing weight of the flight test vehicle. The predicted new aircraft design weight savings for a subsonic fighter is 10%, and 20% for a supersonic fighter. AAW will enable weight-competitive higher aspect ratio wings and smaller control surface deflection ((5 deg maximum). FATE is projected to save 50% in production cost for an all-composite airframe and 20% on life-cycle cost, increase cruise lift/drag 20%, and reduce weight by 20%. Technologies integrated in this program will contribute to a 10% reduction in system life-cycle cost, a 25% increase in range or payload, and a 10% reduction in takeoff gross weight.

MANX technology barriers include integrating flight and propulsion control, developing sufficient control power at supersonic speeds, and reliability with failure mode accommodation. The FBL COTS challenge is to maintain flight safety and reliability requirements. RCTA is tackling real-time parameter identification and control law design. The integration of flight control and structural strength technology is the challenge to AAW. The FATE technology barrier is the integration of technologies to produce cost and performance benefits greater than the sum of the individual technologies.

The HACT DTO will demonstrate capability improvements to all-weather/night mission performance, flight safety, and development time/cost that contribute to a 4% reduction in RDT&E costs, a 30% increase in maneuverability/agility, and a 30% reduction in major accident rate. These improvements will contribute to system-level payoffs in reducing development and operation and support costs.

The program will integrate state-of-the-art rotorcraft flight control technologies and exploit developments in fixed-wing hardware components and architecture to overcome barriers such as the lack of knowledge of optimal rotorcraft response types; techniques for sensing the onset of limits and cueing the pilot; inadequate air vehicle math modeling and flight control system design, optimization, and validation techniques; and lack of knowledge in the optimum functional integration of flight control, weapon systems, and pilot interface.

These demonstrations contribute to rotary-wing vehicle system level payoffs for FY05 of a 136% increase in range or 98% increase in payload, a 15% increase in cruise speed, a 50% increase in maneuverability/agility, a 45% increase in reliability, and a 10% reduction in operation and support costs for fielded and new systems. Achieving these objectives will be accomplished by executing a set of programs and demonstrations to substantially increase the prediction effectiveness of rotorcraft analysis methodology and to overcome barriers such as the accurate prediction and control of stall, drag, and compressibility characteristics; actuators constructed using smart materials for primary control and vibration control; and understanding and modeling the effects of critical airwakes on the dynamics of rotorcraft.

Payoffs for achieving the fighter/attack/strike goals include increased aircraft payload by 50%, increased mission radius by 115%, or reduced takeoff weight for new aircraft by 35%. All of these payoffs lead to improved aircraft affordability (system capability/system cost)-the first two via enhanced capability and the latter through reduced cost.

The technology barriers for doubling propulsion system capability are well known. Higher temperatures at combustion initiation are required to decrease fuel consumption (via increased compression system pressure ratio) or increase maximum flight speed, thereby expanding the flight envelope; higher maximum temperatures are required to increase the output per unit airflow (specific thrust); less weight per unit airflow is required to increase the output per unit weight (thrust/weight or power/weight ratio); and all of the preceding advances must be accomplished while maintaining or increasing component efficiencies, durability, and life and while reducing cost. Specific technology development areas include application of advanced materials that exhibit higher temperature capability and lower density; improved aerothermodynamic design capability for improved component efficiencies and control of heat transfer; innovative structural concepts for part count reduction and improved durability; and compatibility of these developments with lower cost manufacturing processes.

Note: Totals may not add due to rounding.

Payoffs for achieving the transport/patrol/helicopter goals include a 200% increase in time-on-station for patrol/surveillance aircraft; payload increased by over 33% and fuel consumption reduced by over 50% for equivalent CH-47D mission; or mission radius increased by 40% with double personnel payload for UH-60L helicopter. All of these payoffs lead to improved aircraft affordability (system capability/system cost).

The technology barriers for doubling propulsion system capability are well known. Higher temperatures at combustion initiation are required to decrease fuel consumption (via increased compression system pressure ratio) or increase maximum flight speed thereby expanding the flight envelope; higher maximum temperatures are required to increase the output per unit airflow (specific thrust); less weight per unit airflow is required to increase the output per unit weight (thrust/weight or power/weight ratio); and all of the preceding advances must be accomplished while maintaining or increasing component efficiencies, durability, and life and while reducing cost. Specific technology development areas include advanced materials that exhibit higher temperature capability and lower density; improved aerothermodynamic design capability for improved component efficiencies and control of heat transfer; innovative structural concepts for part count reduction and improved durability; and compatibility of these developments with lower cost manufacturing processes. Other technology barriers include control of cooling air in small blades and vanes, centrifugal impeller aerodynamics, and operation at higher rotor speeds.

Note: Totals may not add due to rounding.

Payoffs for achieving the cruise missile/expendable propulsion goals include supersonic cruise missiles with a 200% range increase over a rocket, a 30% payload increase enabling an intercontinental range ALCM-sized missile, and over 100% increase in loiter time for unmanned air vehicles (UAVs). All of these payoffs lead to improved aircraft affordability (system capability/system cost).

The technology barriers for doubling propulsion system capability are well known. Higher temperatures at combustion initiation are required to decrease fuel consumption (via increased compression system pressure ratio) or increase maximum flight speed thereby expanding the flight envelope; higher maximum temperatures are required to increase the output per unit airflow (specific thrust); less weight per unit airflow is required to increase the output per unit weight (thrust/weight or power/weight ratio); and all of the preceding advances must be accomplished while maintaining or increasing component efficiencies, durability, and life and while reducing cost. Specific technology development areas include application of advanced materials that exhibit higher temperature capability and lower density; improved aerothermodynamic design capability for improved component efficiencies and control of heat transfer; innovative structural concepts for part count reduction and improved durability; and compatibility of these developments with lower cost manufacturing processes. Technologies unique to expendable propulsion include limited life design criteria, long shelf-life requirements without maintenance, and instrumentation of extremely small components.