having short takeoff and landing-STOL-characteristics is required as well as an appropriate guidance system so that it can operate in congested air space. The basic technology for STOL vehicles has been a subject for research at Ames for a number of years. In 1969 this committee approved a program to modify a small existing military transport to be a jet-STOL research vehicle. This program is now well underway and the Boeing Airplane Co. is under contract to NASAAmes to carry out the modification of a C-8 transport aircraft.

Because we are fully aware of the importance of making the new vehicle compatible with the air traffic control system, in which it will have to operate, we are conducting the program in very close collaboration with those Federal agencies responsible for air traffic control.

The committee responsible for planning this experimental program has representatives of NASA, the Department of Transportation and the FAA. The experiments dealing with area navigation will be led and funded by the DOT's Transportation Systems Center in Cambridge, Mass. Experiments in guidance and control will be managed and funded jointly by ourselves and TSC.

The unique aeronautical research facilities at Ames were and are being used in an integrated fashion to seek answers to the technical questions arising in the course of the program. Extensive tests in the 40- by 80-foot wind tunnel, the largest wind tunnel of this type in the world, were conducted using large-scale STOL models. Since our present understanding of the fluid flows around the complex lift augmentation systems necessary for STOL aircraft is not as good as it should be, large-scale tests of this type are required. These tests permitted us to simulate the flight regime and to make the necessary design decisions for the modication of the flight vehicle.

In another area of simulation, Ames is already well ahead and the facility I will now describe has proved to be invaluable in the STOL project. In 1964, this committee approved funds for the construction at Ames of the flight simulator for advanced aircraft. This device reproduces the visual, motion, and auditory sensations experienced by the pilot. It is driven by a computer that can be programed to reproduce the properties of the proposed aircraft based on wind tunnel test data and on theoretical calculations.

The simulator is now being used to conduct thorough investigations of the STOL aircraft and its operating environment long before the flight test program begins. The simulation effort will greatly reduce the number of flight test hours required and thus ultimately decrease the cost of the experimental program.

Perhaps the most important issue that must be considered in the attempt to introduce STOL technology is the matter of public acceptance. Unless very careful attention is given to this question all of our technical work may be wasted motion. Ames has a large and well established Life Sciences Directorate having a number of staff members, physiologists, and psychologists, who are qualified and motivated to grapple with this question.

We are looking at such things for example as the pollution that would be introduced by such a system as compared with other transportation modes doing the same job. We have to worry about noise, operational safety, and many other factors of this kind in an effort to

understand the adverse effects of STOL technology should it be introduced.

Through the research efforts I have described we hope to understand the technical problems of low speed flight that characterize STOL operations.

In addition, we hope to become acquainted with some of the nontechnical factors so that we can help to bring about an early expansion of short-haul air transportation systems in this country.

Let me now turn to a project of military importance by describing our work on the F-14. The F-14 is an advanced fighter aircraft designed for operation from aircraft carriers, a requirement placing special design constraints on the machine. Large scale testing in the 40- by 80-foot wind tunnel has been used to determine as precisely as possible the low speed operating characteristics of the aircraft.

These were then used to program the flight simulator for advanced aircraft so that simulated carrier landings could be flown by experienced military pilots. The evaluation of the handling qualities of the machine by the pilots then enabled us to make changes in the aerodynamic design which will significantly improve the airplane's carrier operations. All of this work has been conducted in close and continuing collaboration with the contractor, Grumman Aircraft Corp., and with the Department of the Navy.

Mr. WYDLER. You are describing something that is already history, isn't that right?

Dr. MARK. Yes.

Mr. WYDLER. That must have been some years ago?

Dr. MARK. No, sir; we are still conducting F-14 tests right now. Mr. WYDLER. Í understand that aircraft is already on the production line.

Dr. MARK. Yes, sir; but some of the properties that have to do with the way that missiles, for example, are placed on the aircraft are still being tested. I have discussed two research

Mr. JACKSON. Mr. Wydler, I think it would be more correct to say that it is still in the development phase. There has been only one airplane in the air. The second airplane has yet to fly.

Mr. WYDLER. When I say "production line," I mean they are ready

to start.

Mr. JACKSON. They are initiating the long leadtime items, but the airplane is still under development. There has only been one flight to date. The first production airplane will come off the line in about 18 months.

Mr. WYDLER. When do you start?

Mr. JACKSON. The long lead elements of structural procurement is underway on the production models, but there is much to be worked out on the airplane and the work we are doing in the simulator is very helpful.

Dr. MARK. I have discussed two programs in which extensive largescale testing is required because of our inadequate theoretical understanding of fluid flows. One of the major long-range objectives of our Center is to improve our knowledge of fluid dynamics by the application of modern high-speed computational methods. Toward this end, we have just entered into an agreement with the Department of Defense to locate the Illiac IV computer system at Ames. We will de

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velop the operating systems for this machine, which is potentially the world's fastest computer, and will manage the machine and its network for the Defense Department. In addition, we intend to use the machine to find new solutions for complex problems in aerodynamics. The ultimate hope is that in the long term we will be able to significantly reduce the extensive-and expensive-wind tunnel testing now required for civil and military airplane development programs.

My colleagues will touch upon the problems encountered in managing a research institution today when the financial support is static or declining. I can only, in advance, second their very excellent comments here.

Let me briefly discuss another topic. For a number of reasons, advanced technology today is under attack. It is true that some applications of technology have been detrimental but there is no question that our technology is primarily responsible for our high standard of living and our generally good state of public health. Technology depends on the generation of new knowledge. In learning how to control and regulate technology we must be careful that we do not destroy our ability to gain new knoweldge. As a result of the pointed criticisms to which they have been subjected in recent years, our Nation's universities are once again turning toward their primary mission of educating our young people. This circumstance places a greater responsibility on federally supported laboratories, such as the ones we are discussing today, to maintain our country's lead in research and technology development. Ultimately, the real product of our Federal laboratories is knowledge and no modern civilization can survive for long without it.

Thank you.

Mr. JACKSON. Mr. Chairman, we now have Mr. Cortright from Langley.

Mr. HECHLER. Welcome, Mr. Cortright.

STATEMENT OF EDGAR CORTRIGHT, DIRECTOR, LANGLEY

RESEARCH CENTER

Mr. CORTRIGHT. Thank you, Mr. Chairman and members of the committee.

In the interest of saving time, I would like to submit my statement for the record, paraphrase some of it, and read other portions. Mr. HECHLER. Without objection the entire statement will be included in the record, and you may proceed as you please.

(The entire statement of Edgar M. Cortright is as follows:)

PREPARED STATEMENT OF EDGAR M. CORTRIGHT, DIRECTOR, LANGLEY RESEARCH CENTER, HAMPTON, VA.

Mr. Chairman and members of the subcommittee, it is a pleasure to be here today to testify on the very important subject of aeronautics. May I begin by strongly endorsing the statements of Mr. Jackson, and other OART officials who have preceded me and done an excellent job of setting forth NASA's program activities and aspirations in aeronautics.

What then can I add in these few minutes to that which you have already heard? Perhaps the most useful thing I can do is to tell you how and why we are increasing our efforts in aeronautics at Langley, and why we need your continuing strong support for this program.

When I reported for duty at Langley three years ago, I made a special effort to assess the status of aeronautics at Langley, as well as on the national and

international scene. I did this because I was concerned that our program might have inadvertently suffered from having taken a back seat to space activities over a ten-year period. In fact, I found that it had. For one thing, aeronautics had not gotten its share of new engineers and scientists and the average age of our research professionals in aeronautics was becoming alarmingly high. Aeronautical research facilities had suffered a similar fate. There had been relatively few new aeronautical facilities constructed, and many of the existing ones needed modernization and repair. An assessment of the Soviet capability indicated that the men and facilities of their aeronautical research establishments were fully the equal of our own, and in some cases superior.

A look at our aeronautical industry was equally disturbing. In the area of high performance military aircraft, our design teams seemed to be losing their edge. The reason was simple. This country had not been developing new aircraft in the way that the Soviets had. Design teams do not stay sharp designing paper airplanes. Some bright lights on the horizon were the proposed F-14, F-15, B-1, and AX aircraft. Also encouraging was a growing conviction that we should return to the fly-before-buy approach as producing the best aircraft, a concept which I strongly endorse.

The situation was quite different in commercial aviation. Here American industry reigned supreme. We were the master builders of the world's aircraft, having supplied about 75 percent of them. What then was there to worry about? Several questions were cause for concern: Had we overcommitted to the jumbo jets? Could the market really sustain three separate but competitive designs? Where would our industry find resources for the new opportunities appearing on the horizon, such as short haul STOL aircraft, and improved subsonic and supersonic transports? In this regard, foreign companies were already building prototype SST's, and they also appeared capable of putting other advanced machines on the market within the next few years. Aside from the problem of holding our share of the market, our air transportation system was having a nightmare of operational difficulties including increasing criticism of their noise and pollution.

Clearly, aeronautics in the United States was in need of a major increase in effort. It still is. At Langley, a stronghold of aeronautical research for over 50 years, we decided to redouble our efforts and to concentrate on the areas of critical need best suited to our capabilities. We began by undertaking to strengthen our areonautics staff. We mounted an intensive recruiting campaign for new aeronautical engineering graduates, which culminated in the hiring of about 50 outstanding young men last year. We undertook to automate our wind tunnels to provide more efficient usage and this is proceeding well. A new V/STOL tunnel became operational early this year, designed to meet special testing requirements in the transition phases of flight from low to high speeds. And, in recognition of the importance of improving our environment, a new Aircraft Noise Reduction Laboratory will be built at Langley, thanks in a large measure to you gentlemen. I must report however we are running behind schedule because of unavoidable problems, but hope to make some of the lost time during construction.

All has not gone as well as hoped. With the succession of cut backs which will have reduced our manpower ceiling from about 4200 to 3600 over a five year period, and with continuing responsibilities for high priority aspects of the space program, we have had great difficulty in staffing our areonautics program. Facing a reduction in staff of about 200 in FY 72, we have been forced to cancel all hiring of new graduates with minor exceptions. We have also absorbed serious losses in our staff of skilled technicians that builds our models and operates our facilities and equipment. And the need for new facilities continues strong. Overall, I would say Mr. Chairman we have made some progress, but not nearly enough.

We are enthusiastic about the future, however. Our research and technology programs have been aligned with the most important national goals in aeronautics, and there is a stimulating current of activity as a result of the exciting opportunities that lie ahead. I should like to mention a few of these with examples of Langley efforts related to them.

Short Haul Air Transportation

We also see a real need for a V/STOL air transportation system to relieve congestion at our major terminals, to assist smaller communities in their development, and to open up new business opportunities afforded by better transportation. We have organized a new Low-Speed Aircraft Division to consolidate our

effort in this area and to concentrate on a few of the most promising aircraft types for such a system. Our heaviest commitments support the development of an externally blown flap STOL, although we are not neglecting other approaches.

We have made considerable progress here, working closely with the Lewis and the Flight Research Center. In addition, our Flight Instrumentation Division, Flight Dynamics and Control Division, and Research Aircraft Flight Division are increasing their efforts in exploring guidance, control, and handling problems for such aircraft. We are also working closely with the Army on helicopter developments, which may serve the dual needs of military and civil aviation.

Our program reflects I think an increased awareness that air transportation is a systems problem, and that a good system must protect the environment and otherwise be a "good neighbor." Accordingly, low noise and low pollution have become pacing design considerations which are the subject of great effort. Long Range Subsonic Transports

The current long range subsonic aircraft are excellent for today's job. But even the new machines which are just coming into service will one day be replaced-probably about 1980. The vast potential market for future years cannot be ignored; it will go to the country with the best aircraft to sell. And because we see evolving technologies which will offer substantial improvements over the existing fleet, we decided to concentrate on the next generation of subsonic transports with a goal toward reducing their adverse effects on our environment, and toward increasing their efficiency, productivity, and safety. Because lead times are long, research must begin now.

May I digress to point out that such improvements in the past have made it possible to hold air fares nearly constant in the face of inflation since 1948, while providing incomparably better transportation. In effect, this meant an equivalent saving in fares to domestic passengers of about $4 billion in 1969 alone.

If we are to continue this healthy trend, we must produce the technology to do it.

To help sustain this progress, we have organized a new transport technology office and have developed an integrated program involving aerodynamics, structures, propulsion, and avionics for the next generation of air transports. One feature of such aircraft will be quieter, cleaner operations, through a combination of improvements. Also, a significant new technology called supercritical aerodynamics will greatly enhance operational efficiencies. Here we have made significant progress during the past year. Our experiments have now progressed to the point where a model transport configuration has indicated capability for flight at near the speed of sound, about 100 miles per hour faster than current transports, with improvements in operating costs as well as speed. Flight tests of the supercritical airfoil section on the T2-C and the F-8 seem to be validating Dick Whitcomb's wind tunnel on such a machine.

Supersonic Transports

Langley's commitment to the supersonic transport goes back many years. We have continued to work closely with the DOT and Boeing to help make the SST a success. It is a difficult undertaking, but, in my view an eminently worthwhile one. Many tough problems remain to be solved to meet the goals in range, payload, operating costs, safety, and environmental effects which have been set for the production aircraft. In my judgment, these goals can be met. The two prototype or experimental aircraft could help to teach us how. I feel that the nation should proceed with these prototypes as an important step in the solution of remaining problems. If this is done we will later have the option to proceed with production aircraft in a timely way. If we back away from this challenge, the long range impact on our nation could be very serious indeed.

Hypersonic Transports (HST)

Hypersonic flight is typical of the very advanced research areas which are suffering from the current wave of relevancy. One might ask, why work on still faster aircraft when we are still debating the SST? I think there are some good answers to this question.

One reason is the military potential of hypersonic aircraft; another is their civilian application. The hypersonic transport (HST) potentially has a much longer range than the SST and may bring Japan and Australia within a few hours of the United States. Because they would fly much higher, their sonic boom