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During the early part of 1967 the Lockheed-Georgia Co. initiated a program to determine the feasibility of utilizing the Lockheed JetStar as a trainer for airline pilots in order to reduce the flight time required in line equipment. Most U.S. airlines were contacted; airlines, as well as FAA operations personnel, evaluated the airplane in flight as a trainer, and participated in developing the techniques to provide the most useful training. This paper summarizes the development of this program and presents some preliminary conclusions on the economic advantages gained from utilizing the small jet in the airline training syllabus. Some discussion of the future development of the small jet required to simulate such aircraft as the 747 and SST is also included.

The aviation community is preparing to cope with large increases in air traffic and operating costs projected during the next decade, while continuing to maintain safe operating procedures and methods. To do this the Federal Aviation Administration is updating and improving air traffic control systems, while the airframers and operators are developing methods to reduce aircraft weight, fly fuel efficient profiles, and optimize crew complements. New technologies are being exploited, efficient crew systems are being designed, and full-mission flight simulators are being constructed to test the systems in a near-real-world environment. One primary concern of the designers, operators, and certifiers is the determination of the proper amount and type of automation in crew systems. Lockheed-Georgia Company, in conjunction with the National Aeronautics and Space Administration, has developed a candidate conceptual design for a 1995 flight station.

Tactical Airlifters in the battlefield of the future will be required to operate on unprepared or damaged runways in all weather conditions without navigational or landing aids. Lockheed is addressing technologies required for these missions in an independent research and development program using a highly modified commercial C-130 aircraft as the technology integration focal point - a “Flying Laboratory.” The HTTB Program addresses the major technology areas of advanced short takeoff and Sanding, survivability, advanced cockpit, and electronic systems. The Program goal is to develop systems to support autonomous operations into a 1500-foot landing area, up to and including a 50-foot obstacle at the runway threshold.

Maskell's approach for performing drag integrals in far-field fully-developed three-dimensional wakes has been extended for near-field application. The extended theory has been applied to wake survey data at two traverse stations involving a stalled wing, and an idealized car model tested over a fixed ground at two yaw angles. As a spin-off, cross-flow velocity vector plots have been resolved into vorticity-driven and source-driven components, which give added insight into complicated flows. The new extension appears to work well in application to the test data, but correlations with balance measurements were compromised by fixed-floor flow problems. A limited review suggests that, while problems of wake definition may be soluble at zero yaw, changes in flow topology may negate comparable solutions with the model yawed. These difficulties are circumvented if a moving ground is employed.

A review is presented of low-noise airplanes designed for operation in the 1980 time period. Aircraft with parametric engines covering a range of fan pressure ratios and noise levels were developed conceptually under contract with NASA Advanced Concepts and Missions Division, supported by the NASA Lewis Research Center contracts for the Quiet Clean STOL Experimental Engine (QCSEE) Study Program. Powered-lift concepts included externally blown flap, augmentor wing, internally blown flap, and over-the-wing upper surface blowing. Performance, sizing, and costs are described for 148 passenger airplanes with design field length varying from 2000-4000 ft. Techniques for reducing noise are evaluated in terms of aircraft performance, weight, and cost; experimental data on decayer nozzles are presented and assessed with respect to effectiveness in exhaust noise reduction and aircraft performance penalties.

The critical design weight environment necessary to optimize load-carrying efficiency of the C-5A was such that breakthroughs in technology were needed. One such breakthrough was beryllium brakes. From the discovery of beryllium in 1798 its advantages-as well as its disadvantages-were well known. These are discussed to indicate why beryllium was chosen as the brake heat sink material for the design configuration evolved. A review of current C-5A data is presented, including flight test experience, as well as expected life projection from limited normal operational experience. The re-use of beryllium elements, and cost effectiveness are also discussed. A consideration of the future use of beryllium is indicated, with the conclusion that it will become commonplace in the next decade.

From an analysis of a typical large airport and its growth problems, it is concluded that STOL aircraft systems are needed now-with or without high-speed ground transportation systems. It is also shown that the needed first-generation STOL aircraft can be in operation in 1975. These contemporary STOL aircraft will, however, be only a step in the evolution to improved aircraft of the future. The needs for technological improvements are discussed, and some new prospects in STOL technology are described.

This paper describes the comprehensive database developed by the Lockheed Aeronautical Systems Company which underscores (he critical mission needs for an Advanced Tactical Transport (ATT). A unique process was used to substantiate that an ATT must have the capability to: Deliver Army maneuver units and their fire support systems that weigh up to 55,000 lb. Operate on hot days, at night, or in bad weather from unpaved runways less than 2000 ft. In length at elevations greater than 4000 ft. Operate routinely within 20 nm of enemy Sines, and occasionally over enemy territory, and have improved survivability features. Accomplish multiple unrefueled sorties with total distances up to 1500 nm. Design implications, considering six specific alternative concepts, are discussed in terms of relative mission effectiveness, cost, supportability, survivability, technology and system programmatics.

This paper describes the results of parametric design studies of the application of filamentary composite materials in the structure of high-subsonic-speed transport aircraft. System costs and weight savings are presented as a function of percent utilization of composite materials from zero to 80%. The weight savings potential of composites for direct material substitution and for resized aircraft show gains of up to 25 and 50%, respectively. The state-of-the-art in structural design, analysis, fabrication, and test is discussed. Structural design concepts are shown and test validation is given, along with cost analyses.