41. Hartzell Propeller's Major Milestones in 1997 Hartzell was selected by NASA to serve as the exclusive propellersystem partner on the General aviation propulsion (GAP) program. http://www.hartzellprop.com/history/history_milestones.htm

M A J O R M I L E S T O N E S From lumber to propellers World War I, the Curtiss Jenny and the Dayton-Wright DH-4 The transition from wood to metal propellers They say that "necessity is the mother of invention" and after several years of license production of thousands of metal propeller blades for the U.S. military, the end of World War II created the need for new products to replace this business. Robert Hartzell was quick to recognize this need and hired David Biermann, an expert in propeller research at NACA, to lead the company in development of new products following the war. Biermann and his team began one of the most prolific periods in the company’s history. In addition to developing all-metal controllable pitch propellers followed shortly thereafter by constant-speed propellers this team also developed the following industry firsts: The first composite propeller blades The first reversible propellers The first full feathering propellers for light aircraft The first practical turboprop propellers Circumnavigating the globe with Voyager NASA next generation propulsion programs Having already been involved in the NASA Advanced General Aviation Transport Experiments (AGATE), in 1997 Hartzell was selected by NASA to serve as the exclusive propeller system partner on the General Aviation Propulsion (GAP) program. Other partners include Teledyne Continental Motors developing a new technology 2-stroke diesel engine, as well as Cirrus Design, Lancair, and Piper supplying test bed airframes. Major objectives of the program are to develop the next generation of technologies that will increase efficiency, safety and performance while reducing noise and cost. Hartzell tested its first prototype in the latter half of 1998. Results from the new, highly swept blades were very promising. Further testing with the new Continental engine is scheduled for 1999, with flight testing to begin in the year 2000.

42. Mechanical Engineering Power -- June 2003, Feature, "Bubble Buster" Its products have come to dominate aviation propulsion and, more recently,electrical power generation. Some of these changes were discussed at the February http://www.memagazine.org/supparch/mepower03/bbuster/bbuster.html

mechanical engineering power 2003 Bubble Buster This is no dot-com phenomenon; the market for gas turbines is as firm as ever. By Lee S. Langston T he 64-year history of the gas turbine industry is a story marked by growth and change. Its products have come to dominate aviation propulsion and, more recently, electrical power generation. Some of these changes were discussed at the February conference, "Gas Turbines for a National Energy Infrastructure", sponsored by ASME's International Gas Turbine Institute and the U.S. Department of Energy in Arlington, Va. The tenor of the talks, however, was in contrast to the industry's history. During the conference, the decade-long upsurge in electric power gas turbine orders—and the more recent downturn—was a dominant topic, and the word "bubble" was used in some discussions to describe it. A bubble, of course, describes something that lacks firmness, solidity, or reality. In its worse sense, it can be applied to a delusive commercial or financial scheme, such as the recent dot-com hysteria. But there is no gas turbine bubble. The market is, instead, rock-solid, with demonstrated long-term growth, subject to temporary divergences from an overall upward trend.

43. Mechanical Engineering "Power & Energy," June 2005 -- "New Horizons," Feature Ar Analysts at Forecast International of Newtown, Conn., follow the gas turbinemarketplace, both for aviation propulsion and for nonaviation power. http://www.memagazine.org/pejune05/horizons/horizons.html

power energy new horizons High-efficiency power generation and a climbing aircraft market are driving gas turbine technology. by Lee S. Langston O ur children will enjoy in their homes electric power too cheap to meter." So spoke Lewis L. Strauss, chairman of the U.S. Atomic Energy Commission, in a speech given in 1954. This quote has become one of the most famous predictions of all time, and it has been proven to be as accurate a vision of the future as those of flying cars or underwater cities. Nuclear power has yet to live up to its early promise. Electricity generated by nuclear power plants using Rankine cycle technology turned out to be expensive, and this has almost caused its demise. Indeed, no nuclear plant has been ordered in the United States since 1978. Innovation in the civil aviation market encompasses both the giant Airbus A380 and the tiny Adam Aviation A700 (below). The introduction of gas turbines to generate electricity has been revolutionary in many ways. And while the fuel of choice, clean-burning natural gas, was a relatively stable $2 to $3 per million Btu, everyone was happy. But with demand for gas rising as a consequence (in part) of the number of natural gas-fueled power plants having gone on line in the 1990s, the price spiked to $6 to $8 per million Btu in 2001 and has stayed close to that range every since.

44. Welcome To The NASA General Aviation Propulsion Program Web Site! Welcome to the NASA General aviation propulsion Program Web Site! Please notethe new URL is. http//www.grc.nasa.gov/WWW/AST/GAP/ http://www.lerc.nasa.gov/WWW/AST/GAP.htm

Welcome to the NASA General Aviation Propulsion Program Web Site! Please note the new URL is: http://www.grc.nasa.gov/WWW/AST/GAP/

45. General Aviation Propulsion Program General aviation propulsion (GAP) Program Revitalizing US General Aviation NASA/Industry Partnership FJX2 Turbofan Engine FJX-2 Demonstration Status http://www.lerc.nasa.gov/WWW/AST/GAP/av00/wi/

NASA General Aviation Propulsion Program Williams International Presentation at EAA Airventure 2000 Click here to start Table of Contents General Aviation Propulsion Program General Aviation Propulsion (GAP) Program Revitalizing U.S. General Aviation NASA/Industry Partnership FJX-2 Turbofan Engine ... GA Propulsion Technology in the Future Author: Phillip J. Forbert Email: bruce.bream@grc.nasa.gov Home Page: http://www.grc.nasa.gov/WWW/AST/GAP/

46. SBIR/STTR Interactive Topic Information System (SITIS) We are seeking embedded health monitoring sensors for propulsion control to provide benefits for commercial aviation propulsion and flight control, http://www.dodsbir.net/sitis/archives_display_topic.asp?Bookmark=28117

47. AOPA Online - AOPA Pilot - Future Flight: Horsepower Of A Different Color One of the goals specified in NASA s General aviation propulsion research programis to reduce the complexity of future aircraft engines. http://www.aopa.org/pilot/features/future0008.html

Site Map What's New Join/Renew Aviation Classifieds ... Aviation Forums Future Flight Horsepower of a Different Color Part 8 of 12 High-compression diesels and efficient turbines will power tomorrow's aircraft By Steven W. Ells (From AOPA Pilot , August 2000.) P rompted by the promise that leaded aviation fuel will be going the way of the dodo bird and by NASA-funded development of new-technology general aviation engines, no fewer than five companies are currently working on diesel engines for the light aircraft of tomorrow. In addition, two companies have lightweight, fuel-efficient turbine powerplants in development. The diesel engines are not rehashes of the rattling, smoking, gutless diesels that have appeared from time to time in various automobiles over the years. Every one of the new designs is turbocharged. Four of the engines being developed are rated at 200 to 205 horsepower. Two of these engines are being developed overseas; two of the engines are water-cooled, and one is an aircooled radial. And at least three of the engines, the Teledyne Continental Motors CSD-283, the SMA Morane Renault MR 200, and the DeltaHawk V-4, are scheduled to appear at EAA AirVenture 2000 in Oshkosh early this month. Based on reports from the manufacturers, these engines will be capable of lower fuel specific consumption numbers than the most efficient engines of today, will run more smoothly, have much lower engine parts counts, and be capable of longer TBOs than any avgas-fueled engines.

48. Aerospaceweb.org | Ask Us - Jet Engine Development For these reasons, the turbojet and the related turbofan have become the dominantforms of aviation propulsion while the thermojet faded into obscurity. http://www.aerospaceweb.org/question/history/q0144.shtml

Search The Web This Site for Jet Engine Development Can you tell me who built and flew the first jet? - Jeff I have some doubts about the first jet aircraft to fly, I believe I have read that an Italian jet aircraft flew in 1938-39. Could you find any information to confirm this? - Donald Shaw Two people are credited with inventing the jet engine . Sir Frank Whittle of Great Britain and Hans von Ohain of Germany both conceived of and built the first jet engines during the 1930s independently of each other. Whittle first originated the idea of the jet engine as a 22 year old officer in the Royal Air Force. He was awarded a patent for his innovation in 1932 and published his findings widely, but his ideas received little attention. Undeterred, Whittle went to work for a research company called Power Jets in 1936 and proceeded to develop a working model of his engine for possible military applications. After tackling and solving many technical problems, Whittle finally began receiving support from the British government in 1939. Sir Frank Whittle and Hans von Ohain Meanwhile, German engineer Hans von Ohain had begun his own independent studies of jet propulsion in the early 1930s while working on his doctorate at Göttingen University. von Ohain had completed a working model of his engine by 1935 and approached Ernst Heinkel about building an aircraft to test such a device. Detailed work to design and build both a more powerful engine and a suitable airframe began in 1937, and von Ohain's engine was the first jet to fly when the Heinkel He 178 took to the air on 27 August 1939.

49. News Archive propulsion and power systems used in manned and unmanned aviation weapon systems . to the Naval aviation propulsion and Power Division since 1988. http://www.edo-services.com/default.aspx?tabid=121&view=show&pressid=15

50. Popular Mechanics - Oshkosh Airshow '98: The World's Fair Of Aviation Popular Mechanics began covering aviation before the Wright brothers learned being developed under NASA s General aviation propulsion (GAP) program and http://www.popularmechanics.com/science/aviation/1280581.html?page=2&c=y

51. NASA Glenn Center The Center also researches new high performance aircraft propulsion systems aswell as general aviation propulsion and microgravity research programs. http://library.thinkquest.org/J002741/NASA_Glenn.htm

NASA Glenn Center NASA stands for the National Aeronautics and Space Administration. Over the past four decades, NASA has made exciting space discoveries. Congress created an organization in 1915, to study the problems of flight and find solutions. The agency was called the National Advisory Committee for Aeronautics. This agency, NACA, later became NASA. Its current mission is to improve space technology and to benefit mankind. NASA is headquartered in Washington, D.C. NASA's responsibility is to define, develop, evaluate and report on the progress and performance of their aerospace programs. It also manages and supervises the space flight and research centers. NASA operates facilities throughout the United States. These locations specialize in certain aspects of the space program. Here are some of the most well-known sites and a brief listing of some of their responsibilities. Ames Research Center, California is in a lead role in airspace operations systems and rotorcraft technology. Wind tunnel testing is a major responsibility. Dryden Flight Research Center, California is involved in flight research. It is located at Edwards Air Force Base.

52. Welcome To Teledyne Technologies The goal of the NASA General aviation propulsion (GAP) Program is to develop andflight demonstrate revolutionary propulsion systems for general aviation http://www.teledyne.com/news/tcmgap.asp

News Releases Did You Know Competitive Strengths Ethics and Values ... Submit Your Resume Teledyne Continental Motors Selects Advanced Engine Flight Test Contractor LOS ANGELES - March 16, 2000 - Teledyne Continental Motors (TCM), a business of Teledyne Technologies Incorporated (NYSE: TDY) announced today that it has selected Mod Works, Inc. of Punta Gorda, Florida to assist with the installation and initial flight testing of the NASA sponsored advanced Jet-A fueled general aviation engine. The goal of the NASA General Aviation Propulsion (GAP) Program is to develop and flight demonstrate revolutionary propulsion systems for general aviation aircraft to support revitalization of the U.S. General Aviation Light Aircraft Industry. The TCM GAP engine prototype, which is currently undergoing development testing at the company's Mobile, Alabama facility, is designed to be a compact four-cylinder, 200 horsepower compression ignition engine powered by Jet-A fuel. Jet-A, which is widely available throughout the world, is used by turbine aircraft while low-leaded gasoline fuels are used in most of today's certified light aircraft. The TCM GAP engine design is also testing several enabling technology concepts designed to reduce engine vibration and to provide lower acquisition and operational costs. Program objectives for the GAP engine include a 25 percent fuel efficiency improvement, a 75 percent increase in time between overhaul and a 50 percent reduction in cost as compared to current gasoline powered aircraft engines of similar horsepower. Through the use of an integral monoblock casting, the engine is expected to be comparable in weight to gasoline powered aircraft engines of similar horsepower.

53. World Commercial, Civil, And Military Gas Turbine Aircraft Engine Markets - Mark Two major technology development programs in the United States, the Generalaviation propulsion (GAP) and Integrated High Performance Turbine Engine http://www.mindbranch.com/products/R1-1305.html

SEARCH CATALOG RESEARCH PARTNERS CONTACT US REGISTER/LOGIN ... 0 items Welcome Guest ( Register Here Contact a Research Assistant US 1-800-774-4410 or 1-413-662-3700 Submit Information Request Why register? There are many great reasons to register at MindBranch. The registration is free, and allows you to: Registration is free and easy, so register today! Online Ordering Is Easy! MindBranch accepts credit cards, wire transfers, and PO's so that ordering is easy. More, Corporate Services offers flexible payment terms! Home Manufacturing Defense General Markets World Commercial, Civil, and Military Gas Turbine Aircraft Engine Markets Product Type: Market Research Report Published Date: June 1999 Published By: Order Code: Print Copy $3450 Note: If you don't see the format or license type you require, please contact a customer service representative for assistance. DESCRIPTION TABLE OF CONTENTS SIMILAR PRODUCTS SEND TO A FRIEND ... FAX YOUR ORDER Two major technology development programs in the United States, the General Aviation Propulsion (GAP) and Integrated High Performance Turbine Engine Technology (IHPTET) programs, are beginning to demonstrate real advances in turbine engine efficiency and performance. This advancement of gas turbine technology will drive manufacturers to produce new families of engines that offer greater thrust with improved fuel efficiency and lower operational costs. The challenge to incorporate these advances into next-generation engines will likely generate in the related industry segments a new competitive drive to offer enhanced capabilities. Crucial factors that will determine success are careful, preemptive production and competitive strategies that can survive a world market that is less than predictable.

54. Federal Aviation Administration This is a Federal Aviation Administration web page. machinery dynamicsprimarily focused on aviation propulsion gas turbine engines and accessories. http://www.faa.gov/certification/aircraft/csta/CSTABioQueitzsch.cfm

We're sorry this page is not available. Return to the previous page U.S. Department of Transportation Federal Aviation Administration 800 Independence Avenue, SW Washington, DC 20591

55. Pushing The Envelope - Without NASA | NASA Watch NASA isn t allowed to do what the private sector is doing in aviation this designate the FJX-2, under the General aviation propulsion (GAP) program, http://www.nasawatch.com/archives/2005/03/pushing_the_env.html

WARNING! This is not a NASA Website. You might learn something. [ Remember: It's YOUR space agency. Get involved. Take it back. Make it work - for YOU. CURRENT EDITION 19 September 2005 12:00 AM EDT 0400 GMT YOUR COMMENTS Comments on Sean O'Keefe's Departure Send them here. Comments on the Aldridge Commission Report - and NASA's Reponse? Send them here. Your comments so far. Comments on President Bush's new space policy? Send them here. Your comments so far. Comments on SM4 Hubble Servicing Mission? Send them here. Your comments so far. CONTACT US nasawatch@reston.com +1.703.787.6567 voice +1.703.787.0377 fax SYNDICATE THIS SITE (XML) NEWS TRACKER News Stories, Press Releases, and Events Calendar. Open it in the morning and leave it running all day. Self-updates every 15 minutes. WATCH NASA TV HOT TOPICS Under Revision SEARCH SPACEREF Visit SpaceRef MORE NEWS Astrobiology News Mars News MISSION UPDATES Mars Rovers 2001 Mars Odyssey Cassini Chandra ... Main March 01, 2005 Pushing the Envelope - Without NASA Round-the-world record bid under way , The Guardian "Millionaire adventurer Steve Fossett's GlobalFlyer plane took off into the clear Kansas skies today, setting in motion a world record bid described by his backer and friend Sir Richard Branson as the last great aviation record - flying nonstop and solo around the world."

56. SBIR 2001 Phase I: TOPIC A4 Small Aircraft Transportation System NASA seeks propulsion technologies for small aircraft that will result in over those targeted in the NASA General aviation propulsion program. http://sbir.gsfc.nasa.gov/SBIR/sbirsttr2001/solicitation/sbir/topic04.html

National Aeronautics and Space Administration Small Business Innovation Research 2001 Program Solicitation TOPIC A4 Small Aircraft Transportation System back to Solicitation back to Chapter 8.1.1 back to Chapter 8.1 back to Chapter 8 ... back to table of contents Small Aircraft Transportation System Technologies Small Aircraft Transportation System Propulsion Technologies Numerous factors combine to create opportunities for a small aircraft transportation system for business and personal travel in the 21st century. These include a rapid growth in the use of air travel (creating safety and affordability issues and increasing pressure on National Airspace System (NAS) capacity for operations by the Government and private sector users), declining numbers of communities served by scheduled air carriers, increasingly stringent international environmental standards, an aging fleet of small aircraft, and aggressive foreign competition. NASA seeks innovative technologies supporting advances in flight systems, airspace and ground systems infrastructure, integrated design and manufacturing and aircraft configuration design concepts as well as general aviation propulsion technologies. A4.01 Small Aircraft Transportation System Technologies

57. Volpe Center: Transportation Strategic Plans General aviation propulsion. While not primarily focused on safety issues, NASA’sGeneral aviation propulsion (GAP) program will play a significant role in http://www.volpe.dot.gov/infosrc/strtplns/nstc/aviatrd/chap4.html

Home Advanced Search Directory Site Map ... LINKS National Research and Development Plan For Aviation Safety, Security, Efficiency, and Environmental Compatibility Previous Section Table of Contents Next Section 4. Safety Program Plan Overview The importance of R&D in this endeavor was noted in a study by the FAA Research, Engineering, and Development Advisory Committee. After identifying several important new technologies, their report said "…the synergy and steady advance associated with all of the above technology areas are creating rapidly succeeding vistas of rich new capabilities. As they combine and specific new applications are developed, we have a critical family of technologies that imply major … opportunities for safety enhancement…" At the same time, technological change can be a two-edged sword. In addition to research to exploit potential avenues to increasing safety, continuing R&D is also necessary to assure that new systems and procedures do not inadvertently introduce new hazards. As a 1996 NASA report noted, "The history of aviation is characterized by periods of major quantum jumps in safety brought about by advances in technology, followed by years of marginal improvements. Today we already can see the new technology that may drive the next quantum leap in safety. The challenge is to ensure that our leap in technology to solve past problems does not induce new problems that pose a greater threat. Our next leap must be a leap based on sound research."

58. Volpe Center: Transportation Strategic Plans GAP, General aviation propulsion Program. GPS, Global Positioning System. HCST,High Speed Civil Transport. HITEMP, HighTemperature Engine Materials http://www.volpe.dot.gov/infosrc/strtplns/nstc/aviatrd/appb.html

Home Advanced Search Directory Site Map ... LINKS National Research and Development Plan For Aviation Safety, Security, Efficiency, and Environmental Compatibility Previous Section Table of Contents Next Section Appendix B: Acronyms AATT Advanced Air Transportation Technology Program ADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance - Broadcast AGATE Advanced General Aviation Transport Experiments AM APMS Aviation Performance Measuring System ARAC Aviation Regulatory Advisory Committee ASIST Aviation Safety Investment Strategy Team ASMM Aviation System Data Monitoring and Modeling ASRA Aviation Safety and Risk Analysis ASRS Aviation Safety Reporting System AST Advanced Subsonic Technology Program ATOS Air Transportation Oversight System CAEP Committee on Aviation Environmental Protection (ICAO) CAST Commercial Aviation Safety Team CDM Collaborative Decision Making CMC Ceramic Matrix Composite CNS Communication, Navigation and Surveillance DOC Department of Commerce DoD Department of Defense DOT Department of Transportation EPA Environmental Protection Agency FAA Federal Aviation Administration FACT FAM Federal Air Marshall Free Flight Phase 1 FICAN Federal Interagency Committee on Aviation Noise FOQA Flight Operational Quality Assurance GAIN Global Analysis and Information Network GAP General Aviation Propulsion Program GPS Global Positioning System HCST High Speed Civil Transport HITEMP HSR High Speed Research Program IAS ICAO International Civil Aviation Organization IPCC Intergovernmental Panel on Climate Change LAAS Local Area Augmentation System

59. FLUG REVUE March 1997: New Powerplants For General Aviation part of the General aviation propulsion program (GAP) to develop a new pistonengine. Remarkably, TCM plans to offer the entire propulsion system. http://www.flug-revue.rotor.com/FRheft/FRH9703/FR9703l.htm

F R 3 - 9 7 Home Update Latest Issue Gallery ... FR 3/97 N EW P OWER P LANT C ONCEPTS F OR G ENERAL A VIATION by Heinrich Hemker Several manufacturers have taken the challenge and are developing new engines for single and twin-engine General Aviation aircraft. Along with European manufacturers, US companies are working on promising projects. Still, while the US partners are getting financial and technical support from a NASA program, most of the European manufacturers are working on their own risk. Rotax The Austrian company Bombardier Rotax GmbH is the uncrowned king of the engine manufacturers. The Rotax 912 has become the byword for a light aircraft engine: More than 4500 units of the 912 and 914 have been delivered since 1990. The 914F, a turbocharged version with 115 hp take-off power, was certified in September of last year. Rotax expects a sales volume of 1200 four-cylinder engines for 1997. Limbach Zoche Following a development time of more than 12 years Zoche's Aero-Diesel is now in the middle of the certification process. Two variants are under development: ZO 01A, a four-cylinder radial (140 hp), and the ZO 02A, an eight-cylinder rated at 300 hp. Michael Zoche's engine concept offers several advantages. The engines are extremely light (123 kg for the 300 hp engine) and use less fuel. Also, the vibration level is very low. The engine control via just one lever is simple and the design gives a high reliability: Carburetor icing, problems with the ignition system or vapor lock are unknown to a diesel engine. Zoche expects that the engine to be certified in 1997.

60. Williams V-Jet II The General aviation propulsion (GAP) program is part of NASA s Advanced GeneralAviation Transport Experiments (AGATE) programa joint NASA/industry http://www.airventuremuseum.org/collection/aircraft/Williams V-Jet II.asp

Williams V-Jet II N222FJ The sleek five-place Williams V-Jet II was designed and built to prove the concept of a low-cost, Bonanza-class personal jet for general aviation. The all-composite aircraft was designed around a radically new jet engine-the Williams FJX-2, a compact turbofan delivering 700 lbs of thrust and weighing just 100 pounds. Since the 1950s, Sam Williams' company, Williams International, has been a recognized leader in designing and building small, efficient turbofan jet engines. Early Williams's engines powered military target and surveillance drones. Williams International provided engines for the first cruise missiles and the quality and reliability of those engines helped make modern cruise missiles feasible. In the 1980s, Sam Williams set his sights on the general aviation market. He introduced the FJ44, a two-shaft turbofan rated at 1,900 lbs of static thrust. The FJ44 was so small (two feet in diameter and 40 inches long) and so lightweight (447 lbs) that it wasn't practical to retrofit it into existing airframes. To take full advantage of its size, weight, and efficiency would require a brand new airplane. Designer Burt Rutan was an employee of Beech Aircraft Co. at the time, and he convinced Beech's management to take up Williams' challenge. Beech's proof-of-concept prototype was called "Triumph." It flew in July 1988-the first aircraft to use the FJ44 engine. Though it never entered production, the Beech Triumph demonstrated the performance and economy promised by the FJ44. Another prototype, the Swearingen SJ30, used the FJ44 and first flew in early 1991.

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