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>>Flashing across California desert skies, the airplanes you see

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here are writing new chapters in the story
of man made flight....there she goes!

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>>This is my first opportunity
to greet you as deputy administrator

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of the National Aeronautics
and Space Administration.

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>>Together, you and I must make our new agency

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>>A most unusual place

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>>An organization that can challenge
conventional wisdom.

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>>We can engineer anything we can write the requirements for.

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>>We're going to make your idea work.

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This particular idea is quite disruptive.

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>>A typical flight, of course, starts
under the wing of the B-52 mothership.

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>>This sleek, high speed machine
would have made Rube Goldberg proud.

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>>The manner in which we fly
reentry from space,

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on the space shuttle was
pioneered on the X-15.

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>>The X-31 pretty much wrote the book on thurst vectoring, along with its sister program, the F-18 HARV.

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>>An observation of an occulation is

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one of the more challenging
missions that SOFIA can do.

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[Music/Background sound]

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>>Right now, we are looking
at the dawn of a new era of aviation.

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[Music/Background sound]

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>>Can we get a fuel call?

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>>5.4...

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[Music/Background noise]

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>>Pollution was always something
 we saw close up or not at all,

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until the National Aeronautics and Space
 Administration gave us a global view

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from high above.

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>>As the world's population
 continues to grow,

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our need to use our natural resources
 wisely becomes more apparent and urgent.

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>>We're in an energy crisis
 now and will be for some time to come.

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>>Attention all passengers, flight 307 is cancelled until further notice.

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>>We must change if we're going to have
 the energy we need

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>>Until very recently,

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the priorities of aviation science
 have remained unchanged.

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Only in the 1970s have the need for greater
 efficiency of men and machines

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led to new and revised priorities
 for aviation researchers.

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>>A new airfoil shape called
 the supercritical wing is being flight

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tested aboard an extensively modified
 F-8 jet aircraft.

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Almost the direct opposite of conventional
 air foil shapes,

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the supercritical wing
 has a flattened top surface-

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>>The new shape weakens
 the shockwave that normally builds on top

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of conventional wings during flight,

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>>allowing the aircraft to fly faster,

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more smoothly and at lower
 operating costs.

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>>And that concept ended up
 making a significant contribution

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the supercritical wings are today used on almost every transport that’s manufactured.

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>>We had the supercricial wing F-111, which did supercritical wing demonstration.

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>>The wings may be

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adjusted to various angles to achieve
 optimum performance at different speeds.

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>>Studies indicate that if the design
 features of the oblique wing were applied

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to full size jets, it would give them increased fuel economy.

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>>The piloted version
 is now being built.

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>>The AD-1:

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During takeoff and landing,

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the wing can be positioned at right angles
 to the body for maximum lift.

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But as the aircraft picks up speed,

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the wing can be pivoted to cut down drag

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and therefore fuel usage.

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[Music/Airplane flying]

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Another project geared to improve
 aerodynamic efficiency was winglets

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engineers modified this KC-135 transport

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by mounting vertical extensions
 on its wingtips.

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>>These winglets act to increase lift and
 lower drag.

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>>Winglets cut wind resistance.

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NASA's scientists developed the advanced
 winglet technology to cut wing drag,

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thereby increasing
 air speed and cutting fuel consumption.

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>>Dryden researchers are using an F-111
 to study ways of developing

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more efficient wing shapes.
 In the natural laminar flow experiment,

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they modified the plane’s
 outer wing panels.

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This new wing shape eliminated turbulent
 air flow over much of the wing surface.

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>>For functional versatility,

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one of the most promising ideas tested
 here is the tilt rotor.

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>>The XV-15 research aircraft combines
 the vertical take off capability

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of the helicopter with the speed, range
 and fuel economy of a turboprop airplane.

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These types of aircraft use less room
 for takeoff and landing

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and keep noise and air pollution lower
 than our present commercial planes.

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[Truck driving]

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>With the continuing fuel problems,

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engineers are attempting
 to make the big trucks more efficient.

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It's believed that both trucks
 and recreational vehicles can be made more

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economical to operate.

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>>Means of achieving
 aerodynamic efficiency on aircraft

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isn't that different than it is
 on automobiles and trucks.

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>>Starting with a small delivery van, Ed Saltzman and his team of engineers

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reshaped the vehicle with sheet metal.

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>>The aerodynamic improvements
 that we've experienced so far

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are translatable into 15%,
 perhaps 20%, savings in fuel.

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>>The researchers are hopeful
 as they continue to apply aerodynamic

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techniques to help solve
 a ground transportation problem.

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>>During the 1970s

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in the aviation field,
fuel rose from the least expensive

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operating costs for commercial airlines
 to the most expensive.

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By 1979, the cost of fuel quadrupled.

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[Music/Background noise]

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>>A digital fly-by-wire
 flight control system

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crucial to automation of the X-Wing’s
 flight mode, conversion and circulation

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control aerodynamics has reached
 the laboratory test phase.

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>>Has the dream of combining the best attributes of both
 helicopter and airplane been realized?

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>>The X-Wing system will begin flight tests later

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this year to investigate
 advanced rotor concepts.

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Its broad range of mission
 capabilities capitalize on its ability

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to combine the unique
 hovering qualities of a helicopter

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with the high cruise
 speed and range of an airplane.

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>>The F-14 variable-sweep transition flight experiment

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was originated to obtain accurate
 in-flight measurements of the boundary

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layer transition location
 for wing airfoil pressure gradients,

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the wing panels of the F-14 were modified
 to maintain laminar

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flow to a significant extent.

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[Music/Background noise]

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>>Because of the energy
 crisis, I was working on the Jetstar,

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we took the wing tanks off the Jetstar
 and we put an experiment

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for laminar flow control, this was like
 subsonic laminar flow control.

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>>Birds change the shape of their wings
 according to various flight conditions,

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>>The ideal wing
 would have a smooth contour, upper surface

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and be able to rapidly
 and precisely change its shape to provide

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minimum drag for the amount of lift
 being commanded by the pilot.

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The Wright brothers
 and their Wright Flier also used wing warping,

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so the idea is not new, it's
 just that the technology

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has now developed to the point
 where it is practical.

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>>This is the Mission Adaptive Wing.

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This flexibility is possible
 because we now have composite materials

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that will withstand nearly
 continuous bending without fatiguing

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and lightweight digital computers
 that can operate at speeds

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sufficient to control the wing.

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Through in-flight contour changes,

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internal mechanisms bend flexible
 leading and trailing edge surfaces

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to the appropriate
 curvatures required to maintain

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the optimal aerodynamic
 effectiveness at all times.

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The Mission Adaptive Wing:

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An attractive technology
 for future military aircraft.

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>>It's really the first time
 that a wing could actually provide

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optimum performance throughout
 a very large part of the flight envelope.

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>>The C-140 Jetstar currently is test
 flying an advanced propeller model,

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which should lead to considerable
 fuel savings in future aircraft.

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>>Basically, a forward-swept wing
 design is potentially more efficient

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in the transonic speed regime.

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The forward-swept
 wing has a supercritical cross-section

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about one third the thickness of a typical
 supercritical wing...a discreet

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variable camber device is installed
 on the trailing edge of the wing.

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Set back on the fuselage,
 the forward-swept wing

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configuration also affords a more flexible
 payload distribution,

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which makes for a smaller,
 lighter aircraft.

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Tactically tougher to see.

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Economically less costly
 to build, operate and support.

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[Music/F-16s taking off]

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>>The F-16 XL aircraft

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is uniquely characterized
 by its large cranked arrow wing.

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The aircraft can be used by NASA
 as testbeds to evaluate aerodynamic

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concepts designed to improve wing airflow
 during sustained supersonic flight.

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>>We know that we can get laminar flow
 an inch or so back.

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Now we're trying to maintain it

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further aft, and in order to maintain
 the laminar flow further aft, we have to

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come up with some method of augmentation
 and that's why we're using

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suction, to actually
 pull the boundary layer back down and

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re-laminarize the boundary layer.

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>>We’ve actually
 perforated the surface of the wing

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with millions of microscopic holes,

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and we suck a portion of the airflow away
 from the wing to help keep it stable.

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>>If you maintain laminar flow
 for a larger distance,

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you can reduce the drag of an air foil.

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If you can reduce the drag,
 you can increase your fuel efficiency.

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If you can increase your fuel efficiency,
 you can increase your payload capability.

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And you know, it's
 just a whole raft of things

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that come out of being
 able to maintain laminar flow.

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>>Ailerons are normally used

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to roll the aircraft,
 which is then used to turn the aircraft.

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We intend to use only

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the outboard ailerons
 and move them together, both up or both down

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to change the tailoring of the wings so
 as to optimize the flow characteristics.

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[Music/Background noise]

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>>I can deflect the inboard section

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downwards while deflecting the outward
 section upwards.

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This will create an unbalanced force
 on the wing, thereby

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twisting the structure in a new way-
 different than we've seen before.

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>>These morphing structures of the future
 are likely going to be able

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to sense the environment
 and adapt, change their shape

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to particular flight conditions.

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>>The designer will be able to take material out,

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make the wing thinner ,
 and it makes it a more efficient wing.

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>>This is a project that's trying to see

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if there's an advantage to flying two
 or more aircraft in formation,

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much like flocks of birds.

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>>Every wing creates a wingtip vortex.

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And if you can put your airplane
 on the part that's going up,

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then it's just like riding
 a wave at the beach.

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>>The lead aircraft signals its position
 to the follower with a wireless modem.

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00:11:16,042 --> 00:11:18,010
You couldn't do this without fly-by-wire.

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The vortex can be so strong

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that a conventional flight control
 system, it'll flip you out.

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>>But it's a high energy source,
 and if we can properly map

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it and know where it is

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00:11:28,020 --> 00:11:29,922
and then use that energy to our advantage...

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>>We're expecting to extract out

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a 10% drag reduction,
 at least a 10% drag reduction...

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00:11:36,962 --> 00:11:40,499
>>It's one of the first times that this has
 ever been tried with a civilian airplane.

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>>What we wanted to
 expand was to use production

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autopilots, the FAA mandated data link...

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>>Let's go ahead and try to step in

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toward the wake...

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00:11:49,542 --> 00:11:52,411
>>...ways that you can improve the efficiency of vehicles

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00:11:52,411 --> 00:11:54,113
by not changing the vehicles at all,

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00:11:54,113 --> 00:11:57,950
but by changing how we use them,
 or operational efficiencies.

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Even if you didn't

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want to fly in the wake, if you wanted
 to, for instance, avoid the wake,

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00:12:01,821 --> 00:12:04,690
you could still fly closer
 than what is currently allowed.

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00:12:04,690 --> 00:12:06,559
[Music/Background noise]

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00:12:06,559 --> 00:12:11,130
>>BWB is a combination between
 a regular aircraft and a flying wing

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00:12:11,363 --> 00:12:14,467
>>It actually has a lower drag
 than a conventional aircraft.

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00:12:15,601 --> 00:12:18,237
>>It's like a hybrid car
 compared to a regular car.

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00:12:18,270 --> 00:12:21,841
You're getting 20 to 30%
 better fuel efficiency.

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00:12:22,808 --> 00:12:26,479
>>By understanding boundary layer transition,
 we can increase our understanding

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00:12:26,479 --> 00:12:27,780
and our predictive capability

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00:12:27,780 --> 00:12:31,217
for all types of aircraft,
 both for civil and for military aircraft.

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00:12:31,917 --> 00:12:34,386
>>People take it for granted nowadays
 that an airplane needs a rudder

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in order to turn.
 Think of every bird you've ever seen.

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00:12:36,455 --> 00:12:37,757
None of them have rudders.

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00:12:37,757 --> 00:12:41,994
The PRANDTL-D aircraft is designed
 with a certain twist in its wing...

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>>...a different lift distribution,

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>>... a new span load on the wings.

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00:12:45,397 --> 00:12:48,501
>>What we're really looking for
 is the positive correlation

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between roll and yaw.

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00:12:50,536 --> 00:12:52,371
>>PRANDTL does not need winglets,

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00:12:52,371 --> 00:12:54,507
It does not need a vertical tail...

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00:12:54,573 --> 00:12:56,809
>>...and there's only two control surfaces.

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The design of PRANDTL minimizes drag.

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00:13:00,946 --> 00:13:02,248
>>This doesn't have any hinges.

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It just bends. It morphs itself,
 if you will, sort of like a bird flies.

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00:13:05,384 --> 00:13:08,687
>>The efficiency of this technology
 is very significant,

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00:13:08,821 --> 00:13:10,689
and it results in a fuel savings up

229
00:13:10,689 --> 00:13:13,392
to hundreds of millions of dollars
 of fuel savings a year.

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00:13:13,392 --> 00:13:15,060
[Music/Background noise]

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00:13:15,060 --> 00:13:17,863
>>A traditional wing has one flap
 and one aileron per wing.

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00:13:17,997 --> 00:13:21,534
We broke those up into segments
 and that allows us to reshape the load

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00:13:21,534 --> 00:13:25,104
using localized input or small inputs
 rather than the whole control surface.

234
00:13:25,771 --> 00:13:29,909
>>We'd like to develop some research
 that can be used to minimize the amount

235
00:13:29,909 --> 00:13:33,245
that structures deflect, minimize
 the amount that structures vibrate.

236
00:13:34,113 --> 00:13:37,583
>>It's in an attempt to redistribute the
 load into a more favorable configuration.

237
00:13:37,817 --> 00:13:40,953
That configuration will allow for
 lighter weight structures in the future.

238
00:13:41,520 --> 00:13:42,688
>>The first step towards wing

239
00:13:42,688 --> 00:13:46,225
shape control is knowing
 what the position of that wing is

240
00:13:46,592 --> 00:13:49,929
so that can be fed into a control system
 to then control the shape.

241
00:13:50,429 --> 00:13:54,433
>>Conventional sensor technology allows you
 to make a measurement every several feet.

242
00:13:55,034 --> 00:13:55,968
The FOSS technology

243
00:13:55,968 --> 00:13:59,672
allows you to have a sensor every quarter
 inch along a single optical fiber

244
00:14:00,272 --> 00:14:04,343
that allows you to look more and more
 like a biological system. If you can save

245
00:14:04,343 --> 00:14:07,613
a few pounds of instrumentation mass or lead wire mass,

246
00:14:08,080 --> 00:14:10,783
that's more fuel and less cost.

247
00:14:11,150 --> 00:14:14,019
That fiber can remain on the vehicle
 throughout its life.

248
00:14:14,086 --> 00:14:18,691
>>Now, aircraft are taken out of service
 and maintenance inspections are being

249
00:14:18,991 --> 00:14:21,527
applied to that at given intervals.

250
00:14:21,694 --> 00:14:24,830
Wouldn't it be better
 to take an aircraft out of service

251
00:14:25,030 --> 00:14:30,169
when your management computer has told you
 that it's time for service, and here’s why?

252
00:14:30,169 --> 00:14:33,072
The FOSS is capable
 of measuring critical parameters

253
00:14:33,072 --> 00:14:38,310
such as temperature,
 strain, liquid level, loads and deflection,

254
00:14:38,611 --> 00:14:42,781
>>I believe can really revolutionize
 the way we do our business in aerospace.

255
00:14:42,781 --> 00:14:47,152
And it has that spillover effect
 that can go into other types of industries

256
00:14:47,453 --> 00:14:50,990
like oil and gas, ship building and health
 monitoring, high rise

257
00:14:51,090 --> 00:14:53,225
health monitoring ,
 all types of other applications.

258
00:14:53,459 --> 00:14:56,395
[Music]