9/8/2008
Safety by Design: A Gulfstream Perspective
Richard L. Johnson Vice President, Engineering Gulfstream Aerospace
23 September,2008
ABC Conference, 23 Sept 08, Page 0
Topics
• Company Overview • The New Gulfstream G650 • Other R&D Initiatives
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Company Overview
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Gulfstream Timeline
• 1958 Gulfstream I first flight – First purpose built business aircraft • 1967 Gulfstream facility built in Savannah – GII and subsequent large cabin aircraft built in Savannah • 1978 Grumman sells Gulfstream to Allen Paulsen Savannah Facility - 1967 • 1980 GIII enters into service with winglets
GI GII GIII
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Gulfstream Timeline, cont’d.
• 1987 Gulfstream IV entry into service – First all glass cockpit • 1997 Gulfstream V – First ultra-long-range airplane – Winner of the Robert J. Collier Trophy GIV Cockpit • 1999 Gulfstream acquired by General Dynamics • 2001 Acquisition of Galaxy Aerospace – Astra SPX becomes the G100 – Galaxy becomes the G200 GV
50 Years of Business Aviation Experience
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Gulfstream Current Manufacturing Facilities
Appleton, Wisconsin CliCompletions Paint/Stripping Facility 2 800,347 ft Savannah, Georgia Long Beach, California Corporate Headquarters Completions Major Assembly, Engineering, Paint/Stripping Facility and Completions 415,062 ft2 Paint/Stripping Facility 1,516,125 ft2
Mexicali, Mexico Dallas, Texas Sub-Assembly Support CltiCompletions Brunswick, Georgia and Spares Completions 200,000 ft2 Paint/Stripping Facility 2 359,280 ft2 107,087 ft
Over 3.3 Million Total Square Footage with Over 9,100 Employees
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Gulfstream Product Evolution
G550
GV 6,000 G500
G450 GIV-SP G400 Range GIV 4,000 (nm) G350 G300 GIII G200
G150 GII G100
2,000 GI
1959 1967 1980 1987 1997 2001 2003 2006 Entry Into Service Year
Over 1,700 executive transports with operational experience of over 12.5 million flight hours and 7.5 million landings*
*ABC Through Conference, the end 23 of Sept2007 08, Page 7
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Present Gulfstream Product Line
2,950 nm with 4 Passengers WIDE-CABIN HIGH-SPEED G150
3,400 nm with 4 Passengers LARGE-CABIN MID-RANGE G200
3,800 nm with 8 Passengers LARGE-CABIN MID-RANGE G350
4,350 nm with 8 Passengers LARGE-CABIN LONG-RANGE G450
5,800 nm with 8 Passengers LARGE-CABIN ULTRA-LONG RANGE G500
6,750 nm with 8 Passengers LARGE-CABIN ULTRA-LONG RANGE G550
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Varied Special Mission Applications
Intelligence, Surveillance & Atmospheric Research Reconnaissance (ISR)
Conformal Airborne Early Warning
Maritime Patrol & Surveillance Multi-Purpose Aircraft
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The Gulfstream G650
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New Gulfstream Flagship - The Gulfstream G650
The Gulfstream G650 establishes a new market segment
Longggest range and fastest sp eeds Largest, most comfortable cabin in class – 7,000 NM at Mach 0.85 Most advanced cockpit and systems – 5,000 NM at Mach 0.90 – Maximum cruise at Mach 0.925 State-of-the-art Manufacturing – Advanced aerodynamic design
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G650 Design Features
System Enhancements for Improved Reliability New Tail and Maintainability 3 Axis Fly by Wire
Bonded Fuselage Increased Thrust Lower Cabin Engines Altitude Longer, Wider, Larger Baggage Taller Cabin Compartment
Larger Main Entry Door New Advanced High Speed Wing PlaneView II Larger Windows, Advanced Flight Deck 2 Additional Windows
Highest Speed, Longest Range, Best Cabin
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G650 Program Milestones
• Program Internal Launch May 2005 • Wing Contour Freeze Sept 2006 • Preliminary Design Review June 2007 • Critical Design Review 3Q 2008 • First Flight 2H 2009 • FAA/EASA Certification 2011 • Entry into Service 2012
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Price - Productivity
G650 is an Addition to the e c Gulfstream Product Line New G650
G550 G500
G450
G350 Typically Equipped Pri Equipped Typically Gulfstream Models
G200 Competitor Models
G150
Productivity (Range x Speed x Volume^0.333)
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G650 Performance
• Longest range business jet – 7,000 nm at Mach 0.85 • Fastest civil aircraft – 5, 000 nm a t Mac h 0. 90 – Maximum operating speed M0.925 • High cruise altitudes – 41,000 to 51,000 feet – Fly above adverse weather and airline traffic • Excellent fuel efficiency • EllttkffdldiExcellent takeoff and landing performance – < 6,000 ft balanced field length at maximum takeoff weight – 3,000 ft landing distance at maximum landing weight
All performance is based on preliminary data and subject to change ABC Conference, 23 Sept 08, Page 15
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G650 Maximum Range Departing New York
Moscow Petropavlovsk z z NEW YORK Beijing Baku z Tokyo z z Delhi Dubai z Honolulu z z
Lagos z Nairobi z
Tahiti z
M0.90 Buenos Aires Cape Town Santiagoz z z 8 Passengers and 4 Crew Cruise Speed as Shown, NBAA IFR Fuel Reserves, 85% Annual Winds, Great Circle Distance, M0.85 ISA Conditions
All performance is based on preliminary data and subject to change
Theoretical performance based on the noted assumptions. Actual performance will be affected by ATC routing, operating speed, weather, outfitting options and other factors. ABC Conference, 23 Sept 08, Page 16
G650 Maximum Range Departing London
LONDON Seattle z Beijing z Tokyo z Los Angelesz Delhi Miami z Honolulu z Hong Kong z z
Brasilia z Mauritius z
Buenos Aires M0.90 Cape Town Santiagoz z z 8 Passengers and 4 Crew Cruise Speed as Shown, NBAA IFR Fuel Reserves, 85% Annual Winds, M0.85 Great Circle Distance, ISA Conditions All performance is based on preliminary data and subject to change
Theoretical performance based on the noted assumptions. Actual performance will be affected by ATC routing, operating speed, weather, outfitting options and other factors. ABC Conference, 23 Sept 08, Page 17
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Fuel Efficiency Comparison
3,000 nm Mission at Mach 0.85
G650
F7X
GEX XRS
G550
10,000 12,000 14,000 16,000 18,000 20,000 Block Fuel ~ lb G650 Fuel Burn Levels are Comparable to Smaller Aircraft
3,000 nm Mission at Mach 0.85, Typical BOW, 8 Passengers (1,800 lb), ISA Day, Zero Wind, NBAA IFR Fuel Reserves, Existing Airplanes Based on Operating / Cruise Manual Data G650 Performance data is preliminary and subject to change
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Gulfstream G650 Cabin Highlights
• Largest purpose built business jet cabin – 14 inches wider than the G550 – 28% more cabin volume, 30% more floor area • Long seating areas – Extra seat recline and leg room – Large stateroom capability • Improved cabin accessibility – Larger main entry door – Improved exterior baggage loading • Largest windows – 16% larger than current windows View of the G650 Cabin Test Mockup – 16 windows total • Improved cabin environment The Gulfstream G650 provides – Cabin Essential™ design the widest, quietest and most – Industry leading cabin noise levels comfortable cabin – 4,850 ft max cabin altitude at 51,000 ft – Always 100% fresh air
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G650 All New Windows
• Improved viewing and comfort – Largest windows in the industry – 16% greater window area than G550 – Optimized to seating pitch – Rotated up 3.4 inches on fuselage for improved viewing angle
Previous Gulfstream Aircraft G650
49.0 in 52.5 in
3.4 in
26.0 in 28.0 in
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G650 Emergency Exits
32” • New, large overwing exits • Two per side for highest safety standard • Exceeds certification requirements 26”
Emergency Exit Hatch
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G650 Baggage Area
• Larger usable baggage capability – Usable Baggage volume of 195 ft3 (11% more than G550) – 31.5 ft2 floor area (9% more than G550) – 42.8” x 35.7” exterior door (8% larger than G550) Forward • Accessibility – 4 inches lower to the ground for easier loading of baggage – Accessible in flight to 51,000 ft • Enhanced Safety – Secondary pressure bulkhead – Passively inflated external door seal
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G650 Systems
• New PlaneView II cockpit – Standard Synthetic Vision Primary Flight Display – Standard EVS II with next generation head up guidance system – New Weather radar 3-D scan with vertical view – New Integrated standby multifunction controller • New fly-by-wire flight control system with multiple redundancy • New solid state secondary power distribution system • Improved electric and hydraulic systems • New higher thrust, more fuel efficient Rolls-Royce BR725 engines • PlaneConnect™ maintenance trend predictive and diagnostic service
System architecture designed for redundancy and improved reliability
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G650 New PlaneView II Cockpit Features
• Gulfstream PlaneView II flight deck based on Honeywell Primus Epic avionics • Four large 14 inch adaptive LCD displays • New LCD Head Up Display with EVS II standard • Standard Synthetic Vision - Primary Flight Display (SV-PFD) • NStdbNew Standby Multifunctional Controller • 3 PlaneBook tablet computers standard • Compact pedestal
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G650 Standard PlaneView II Features
• Triplex Flight Management System • Automatic Emergency Descent Mode • PlaneView II Enhancements – RNP 0.1 capable – FANS-1 Controller Pilot Datalink Communication (CPDLC) – existing ACARS protocol – GPS Wide Area Augmentation System (WAAS) – Lateral Precision Vertical (LPV) approach capability – INAV – improved airway labeling and Most technologically advanced peaks display flight deck with new levels of safety and situational awareness
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New Standby Multifunction Controller (SMC)
• Combines current display controller functionality with standby flight instruments • 5” LCD display and switch panel • Reverts to standby display if PFD is lost • Additional Functionality – Refuel control – Cabin Pressure Control System (CPCS) semi-mode control – Weather radar control – Hydraulic and oil level display – Tire pressure display
Integrated LCD Display Increases Functionality and Improves Safety & Reliability
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New 3-D Scan Weather Radar
• Fully Automatic Honeywell RDR 4000 weather radar • 3-D scanning capability with vertical profile view included in display • Integral terrain database for efficient ground clutter elimination
More Complete Weather Depiction for Improved Situational Awareness
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Fly-by-Wire Flight Control System
• Primary flight control system EHSA – Right Hydraulic – 3-axis digital system EHSA – Left Hydraulic – 2 flight control computers – 4 dissimilar channels (quadruplex) EBHA – Electric – Each channel able to command every control surface • Backup flight control system with “get home” capability
– 3-axis Backup Flight Control Unit (BFCU) REU 9 REU 10
– Totally independent hardware & software REU 7 REU 8 – Exceeds certification requirements REU 5 REU 6 REU 3 REU 4
• Electric Backup Hydrostatic Actuators REU 1 REU 2 (EBHA) – SlfSelf cont tiained dhd hydrauli c syst em with independent electric power – Enhanced safety Right Hydraulic REU 15 Left Hydraulic
– Dedicated backup batteries Electric REU 16 REU 13 REU 14 EBHA Highly Redundant and Technologically REU 11 REU 12 Advanced Flight Control System
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G650 Flight Deck Controls
• Maintains control column / yoke and pedal arrangement – Same basic layout as G550 – Goal is to have a common pilot type rating with the G550 – Similar approach taken by Boeing (777, 787) and Embraer (170 / 175 / 190 / 195)
• Improves situational awareness through linked controls – Crew coordination of control surface inputs – Visual indication of autopilot and autothrottle inputs
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New Secondary Power Distribution system
• Controls and protects selected non flight-critical electrical loads • Solid state power controllers (SSPC) within the distribution units function as electronic circuit breakers • System Benefits: – 300 lb weight savings over conventional circuit breakers – Eliminates more than 400 circuit breakers and relays – Rth3ilfiiRemoves more than 3 miles of wiring MCDU and CAS provide control and status – Provides improved circuit protection, CB pull / reset / collar is MCDU function including arc fault detection
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G650 Waste and Water System
• Water System – Dual water systems – Two supply lines to each faucet and coffee makers – Each toilet is supplied byyy different water systems – Dual conformal tank design • 40 gallon capacity (2 x 20 gallon) – Manual fill capability, in-flight or on ground – Redundant heaters and relocation of supply lines and valves above floor to prevent freezing • Waste System – Designed to set a new industry standard for reliability – WttkltdtiWaste tank located to improve gravit y assi itst – Waste tubes routed with limited bends – Each toilet incorporates manual override flush handle
Designed Using Cabin Essential™ Philosophy: No Single Failure can Render the System Inoperable
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G650 Integration Test Facility (ITF)
• Cockpit and cabin test rigs – Fully functional cockpit and cabin electronic mockups used to evaluate and validate design – Simulates complete aircraft systems and network architecture with full cabin wiring • PlaneView™ II avionics platform – Human factors testing on cockpit and avionics – Advanced software and hardware integration • Cabin systems mockup – Support Cabin Essential ™ design – All cabin equipment wired for test – Two seating areas
cabin mockup
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G650 Advanced Flight Control Test Rig-“Iron Bird”
Purpose built flight controls test rig Iron Bird functionality • Evaluate design & function prior to • Complete flight control flight test system • LRU system integration • Simulated cockpppyit displays • Operational in late 2008 • Purpose built • Hydraulic System (pumps, aircraft plumbing) flight controls test rig • Landing gear • Evaluate • Electrical power distribution and and harnessing eliminate problems prior to flight test Benefits: • LRU system integration • Reduction of time and risk in development and implementation • Increased safety for flight test • Smoother entry into service
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Fuselage Barrel Development and Structural Testing
• Validated new design and determinate assembly method for G650 fuselage – Full scale fuselage section – Tested and verified new assemblyypp approach • Successfully tested assembly beyond ultimate load (150% limit load) – Upbending: 265% limit load – Downbending: 180% limit load – Upbending + Torsion: 190% limit load – The structure returned to original shape • Pressure tested to 18. 37 psi (proof test) – Validated new window box structure
Successfully Tested Beyond Required Design Levels
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Designed for Manufacturing and Maintenance
• CATIA V5 / ENOVIA 3D model-based design – Full interference-free integration of systems and structures • Design-as-built approach – EiEngineeri ng and dMfti Manufacturing concurrent design • Delmia software for ergonomic analysis • More bonded panels and stringers – 60% Fastener count reduction – Improved skin quality • Maximized use of industry standard parts and common parts – Over 50% reduction of parts and part numbers from G550 • Increased use of monolithic machined components – Eliminates sheet metal assemblies – Reduces part count – Improves product quality and repeatability
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Manufacturing Automation and Tooling
• Integrated Panel Assembly Cell (IPAC) – Assemble frames to panels – Replaces hand riveting • Precision Build Carts (PBC) – Carts are used in multiple fixtures – Maintains structure reference points throughout build process – No hoisting of barrels • CNC Profiler – Route and drill composite components
Improved Quality and Precision
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Manufacturing Benefit Summary
• Increased use of machined parts • Incorporation of Precision Assembly methods • Total part count reduction of over 50% from G550 • Maximized use of industry standard parts • Maximized use of common parts • Reduced number of suppliers • Less Assembly Time • Better quality
Note: estimated reductions
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New Standard on Aircraft Availability
Maintenance that Impact G550 G650 Goal Comments Aircraft Availability: Planned Maintenance 1% 1% No Change
Scheduled Maintenance 7% 3% Scheduled maintenance at 600 hrs (MSG-3 Program) (20% longer than the G550) Reducing Tasks, Improved Access, Standardizing Parts Unscheduled Maintenance 8% 5% All LRUs Designed to be Removed / Replaced in 30 mins Improved Built in Test (BIT) Improved MTBFs from Suppliers Health & Trend Monitoring Total Estimated Availability 84% 91%
Higher Aircraft Availability and Lower Maintenance Costs
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Research & Development Programs
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R & D Topics
• Advanced Cockpit & Vision Systems • Advanced Flight Controls Program • Aircraft Health & Trend Monitoring • Obstacle Threat Warning Systems • Supersonic Technology
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Advanced Cockpit / Vision Systems
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Evolution of Cockpit Displays
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EVS II and SV-PFD
• Enhanced Vision System (EVS) – Gulfstream first to certify EVS: September 2001 – Over 400 Currently in Service – EVS II Certified: December 2007 • Synthetic Vision – Primary Flight Display (SV-PFD) – Gulfstream first CFR Part 25 OEM to certify SV Technology: December 2007 • Complimentary Systems Provide Improved Situational Awareness to Crew • Unprecedented in civil aviation
EVS II and SV-PFD Standard in G450, G550, and G650
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Enhanced Vision System (EVS)
• IR Sensor in Nose • Image Displayed on HUD – Terrain – Airport – Runways / Taxiways – Ground Traffic • EVS sees at night and in reduced atmospheric visibility (smoke, dust, haze, and fog) • Allows pilots to use EVS at Decision Height to see runway in order to continue the approach to 100 ft • At 100ft, pilot must transition to natural vision to land the aircraft
Improved Safety in Low Visibility and Night Conditions
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SV-PFD
• SV-PFD – Synthesized image of outside world on Primary Flight Display – Data from on-board terrain database is processed with aircraft position, altitude and heading to provide 3-D perspective view on the Primary Flight Display • Benefits: – En-route: Increases awareness of surrounding terrain – Departure and Approach: Increased awareness of major obtbstacl es (>1, 000 ft) – Approach: Awareness of runway position
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Gulfstream’s SV-PFD
SV- PFD Displayed on Pilot’s Display Unit
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Airport Symbol
Extended Centerline ABC Conference, 23 Sept 08, Page 50
A Breakthrough in Crew Awareness
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Equivalent Visual Operations
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FAA’s Plan for Next Generation Air Transportation System
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Gulfstream Equivalent Visual Operations
Gulfstream’s EVS and SV-PFD systems will serve as the basis for Equivalent Visual Operations in the NextGen Airspace
Fused Sensors
Advanced SVS Cockpit
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Advanced Flight Controls Program
Faster, Smoother …
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AFC Program Goals
• Evaluate emerging technologies • Build supplier base • Develop internal expertise • Demonstrate technology in fli ght • Determine benefits in capability, performance, reliability and cost
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AFC Fly-by Wire Highlights
• Fly by Wire Spoilers • Improved Stability at Higher Speed • Demonstrated Increased Roll Performance • Improved Ride Comfort • Fly by Wire Spoilers & First Flight – Spoiler Elevator September 26, 2006 • Electrical Backup Hydrostatic Actuator First Flight – Elevator (Hydraulic Motor) (EBHA) May 16, 2007 • Dissimilar Power Sources First Flight – Elevator (Electric Motor) – Hydraulic or Electric October 8, 2007
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AFC Fly-by-Light
• Fiber optic applications for Flight Control Systems – Assess Electrical-Optical Connector Technology – Assess Weight Savings and EMI Benefits – Assess Manufacturinggp Installation Concepts • “Fly by Light” Demonstration completed February 27, 2008 – FBL Optical Harness used to control Mid Spoilers
Electrical
Optical
In-Line Signal Concentrator
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AFC Fly-by-Wireless
• Demonstration Completed 22 Jul 08 on Iron Bird Ground Test Rig – Digital bus communication used to control Tx/Rx box Mid Spoilers • Demonstration on GV Test Aircraft Completed in August 2008 • Potential Wireless Applications: – Backup Flight Control System Electrical – Wireless Remote Sensors for Other Functions • Potential Aircraft Benefits: Optical – Added Redundancy & Safety – Weight & Cost Savings – Reduced Maintenance Wireless
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Aircraft Health & Trend Monitoring
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Objectives
• Eliminate unscheduled maintenance • Significantly reduce scheduled maintenance – Drive to “on condition” • Reduce return to service time – Have part available when aircraft lands • Use hardware and software capability to include other valued customer services • System transparent to customer (no manual downloads) • EiEasier access t tdtftiidt/o data after incident / event
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Service / Support Concept
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Status
• Phase I (PlaneConnectTM) complete – More than 200 Gulfstream aircraft currently in program – Received over 16,000 maintenance message downlinks • Operators very impressed with system – Operators receive email from aircraft – All messages automatically monitored within 5 minutes of transmission – Operator base and Gulfstream alerted of potential AOG situation • Only business jet with this capability • Provides new insight into fleet operations – Identifies individual aircraft issues – Helps quantify fleet issues
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Phase II Underway for G650
• Adding capability to capture more parameter data – Provide faster identification and resolution of issues during early service experience – Support investigation of intermittent issues – Reduce return to service time and increase first call resolution rate – Increase ability to determine overall fleet health • Integral part of G650 Entry Into Service maturity plan
Will Set a New Standard for Gulfstream Support
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Obstacle Threat Proximity Warning System
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Issue – Ground Damage
• 47% of damage occurs while the aircraft is stationary – 18% from other aircraft (towing or taxi) – 14% from ground support equipment 22 HITS – 15% from ground vehicles 14%
9HITS 38 HITS • 43% of damage occurs while 6% 24% towing
• 10% of damage occurs during 39 HITS 25% taxi (winglet damage)
48 HITS 31%
Damage Assessment (all models) Jan 2004 – July 2008
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Proposed Warning System Development
• Visual and audible obstacle cues to crew during taxi operations • Visual and audible obstacle cues to ground crew during towing operations • Static Aircraft protection
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Potential Radar Coverage
• Sensor Locations: – Wing to Body Fairing – Tail Cone
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Potential Camera Coverage
Cockpit Video Display
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Supersonic Technology Program
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QSJ Concept
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Supersonic Technology Development
Overall Objective: Conduct basic research into reducing the impact of sonic boom on people and the environment to enable regulatory change to allow supersonic flight overland, domestically and internationally
0.030 0.025 Wind Tunnel 0.020 Overflow CFD 0.015 0.010 0.005 0.000 -0.005 -0.010
Pressure / Freestream Pressure -0.015 Δ -0.020 20 22 24 26 28 30 32 34 36 38
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Primary Areas of Supersonic Research
Propulsion Aerodynamics • Inlet Wind Tunnel Testing • NASA Wing-Body Wind Tunnel Tests • Nozzle Concepts • Refinement of Low Boom Geometry • University Studies – Propulsion Integration – Boom Signature Shaping
Systems Integration SubsonicSupersonic • eXternal Vision System (XVS) Test Configuration • Primary Airframe Systems
Advanced Materials Quiet Sppgike Flight Testing • Composites Development • Structural/Mechanical Design Validation • Airframe Structural Concepts • Near-Field Acoustic Performance Acoustics • Low Boom Propagation Modeling Component Mockups • Structural & Human Response • Flight Deck • Psycho Acoustic Acceptance • Engine Mounts • Public Awareness and Education • Wing Pivot
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Supersonic Acoustic Signature Simulator II
A Unique Facility For Sonic Boom Acceptability Testing
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F-15 Quiet Spike Flight Test
Objectives: • Validate Structural Performance • Validate Extension/Retraction System Performance • Validate Near-Field Aero-acoustic Performance
Gulfstream Proprietary Information ABC Conference, 23 Sept 08, Page 75
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Outdoor Signature Propagation
St. Helena Island, Jun-Aug Atm. Avg.: 57.6 ASEL(dB) 0.5 Chiang Mai, Thailand, Jun-Aug Atm. Avg.: 66.4 ASEL(dB) Standard Atmosphere: 67.1 ASEL(dB) 0.4 TM • Quiet Spike robust under 0.3 non-standard atmospheric 0.2 0.1
profile (psf) re 0 u
-0.1 Press • Confluence of shocks -0.2 75 -0.3 remain distinct for off- -0.4
-0.5 Standard -0.02 0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 design conditions Time (sec) Atmosphere 70 Chiang Mai • Standard atmosphere design conservative for 65
seasonal and gggpeographic L (dB) E
variation AS 60
55 Mar-May Atm. Avg. Jun-Aug Atm. Avg. St. Helena Island Sep-Nov Atm. Avg. Dec-Feb Atm. Avg. Standard Atmosphere 50 -80 -60 -40 -20 0 20 40 60 80 Latitude (deg)
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Indoor Response to Sonic Booms
• 2006/2007 NASA Low Boom Tests – Suggests indoor noise may be more annoying than outdoor noise – Research community moving slowly on conclusions
• Gulfstream taking Leadership Role – Clarifying challenges and
priorities for research community Mean Log Annoyance Scores – Defining road forward for regulatory change Measured & Scored Indoors Measured & Scored Outdoors – Engaging broader industry
talent at national level C-Weighted Sound Exposure Level
Sullivan, B. et. al. “ Human Response to Low Intensity Sonic Booms Heard Indoors and Outdoors”, 152nd Meeting of the Acoustical Society of America, Honolulu HI, 29 Nov, 2006
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Supersonic Outlook
• Continued Market and Industry Interest in the Development of Future Supersonic Concepts – Value of Travel Time Increasingly Important – Supersonic Overland Flight Required • Acoustic Signature Acceptability Critical to Future Design Efforts • Significant Progress Continues • Upcoming Focus Areas: – Future Technology Demonstration Program – Collaborative NASA / Industry Studies – Ground Boom Simulation and Acceptability Studies – Continued Support of Regulatory Process
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