SENATE COMMERCE COMMITTEE AVIATION SUBCOMMITTEE HEARING-23 OCTOBER 1963

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP65B00383R000100120007-3
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 5
• Document Creation Date: December 15, 2016
• Document Release Date: December 15, 2003
• Sequence Number: 7
• Publication Date: October 23, 1963
• Content Type: MFR

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23 October 1963
MEMORANDUM FOR THE RECORD
SUBJECT: Senate Commerce Committee Aviation Subcommittee
Hearing - 23 October 1963
1. This afternoon's hearing by the Senate Commerce
Committee Aviation Subcommittee concerning the Supersonic
Transport Development Program was conducted by the Chairman,
Senator Mike Monroney (D., Okla.). Senator Philip A. Hart
(D., Mich.) was also present for part of the time. During the
afternoon the Committee took testimony from Mr. Harold E. Gray,
Executive Vice President, Overseas Division, Pan American
World Airways; Mr. J. L. Atwood, President, North American
Aviation, Inc.; Mr. H. M. Horner, Chairman, United Aircraft;
and a representative of the Airport Operators Association.
2. Each witness was questioned at length by the Chairman
on the substance of the information provided by him with practically
no deviation from the material set forth in the prepared statements
presented by the witness. Senator Hart asked very few questions.
3. A copy of the statement read by the Chairman of United
Aircraft, Mr. H. M. Horner, and the outline of Hypothetical Costs
For SST Power Plant Development presented by him, are attached.
4.
completion o the hearing.
was advised of the above at the
Assistant egis ative Counsel
Distribution:
Orig - Subject
1 - Chrono
1 - Signer
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Unj~%-
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The Honorable A. S. Mike Monroney
Chairman, Aviation Subcommittee
United States Senate
Com nittee on Commerce
Washington, D. C.
Dear Senator Nonroney:
This is in reply to your letters of October 4, 1963 addressed to me and to
Mr. L. C. Mallet, Division President, Pratt & Whitney Aircraft. Thank you
for the opportunity of sharing with you some of our thoughts on the nation's
supersonic transport program which is now in the embryonic stage of its de-
velopment. For information purposes, I am enclosing herewith a copy of a
letter, dated May 12, 1960, from our Pratt & Whitney Aircraft division to
the Committee on Science and Astronautics, House of Representatives, on this
same subject, which letter needs little if any revision today.
V bile a great deal of research and study has already been devoted to this
subject, I am sure you can appreciate that the translation of much of this
knowledge into hardware is probably one of the most challenging assignments
the United States aerospace industry has ever had to meet.
During its 38-year history Pratt & Whitney Aircraft, through its aircraft
engines, has been privileged to play a role in the development and signifi-
cant advances that have been made by the United States air transport industry.
Our turbojet and turbofan engines currently power nine out of ten of the Boeing
and Douglas jet transports, either flying or on order. In keeping with our
background, we recognized the possibilities of a commercial supersonic transport
several years ago. In fact, we began studying the powerplant requirements of
supersonic transports and carrying out a state-of-the-art development program
early in 1958. Since 1961 the Federal Aviation Agency has participated in this
work with funded studies which have been carried out under the technical direc-
tion of the Air Force Aeronautical Systems Division.
These research and development nro.grans have e:.rplcred critical areas. cf ern..,
technology rich are of direct importance to supersonic transport applications.
The experimental investigations have been continually co-ordinated with design
studies of other advanced engine concepts. Such co-ordination has allowed us
to direct the experimental effort into the proper channels and to provide an
essential discipline for the engine design studies. Experimental and study
efforts have been directed to all important areas. We have run engines at
the high Mach number, high altitude conditions applicable to supersonic trans-
port operations under simulated flight conditions in facilities that we have.
We have constructed and are testing an advanced lightweight multi-stage air
compressor,, and have had under way for some time other vital tests of single-
stage fan components to provide the required background for the design of
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The Honorable A. S. Mike Monroney
October 10, 1963
advanced turbofan engines which appear to us to be particularly attractive for
supersonic transports. A great deal of effort is being devoted to techniques
for operating onginos at highest practical gas temperatures consistent with
airline requirements for durability. For example, we have conducted tests on
a full-scale engine at simulated supersonic transport flight operation at gas
temperatures more than 100?F in excess of those employed in our current com-
mercial jet transports. The development of now combustion techniques has also
been required. Bearings and seals have been tested under the extreme environ-
mental temperatures that normally exist during extended operation at flight
speeds from two to three times the speed of sound. We have conducted tests
so that the problem of providing satisfactory fuels and lubricants could be
evaluated and so that the precise control of engine power in the airplane may
be studied. Problems of airport and airport-neighborhood noise are being
studied. Finally, all of this experimental and analytical background has been
applied to design studies of engines incorporating the best possible performance,
together with the reliability and durability that experience shows is required
for safe and economical airline operation.
In conducting design studies of engines for the supersonic transport, Pratt &
Whitney.Gircraft has worked closely with the airframe industry to insure that
the requirements of the various aircraft ..6sL=S ware .rsScP:.:riae1 Z-ad Mlet to tUae
:na., ::matt pussi ie degree, The true worth of a given engine design can only be
judged in terms of what gains in aircraft performance are achieved. The engine
design studies have covered turbojet and turbofan engines with a wide range of
cycle characteristics, such as bypass ratio, compression ratio, gas temperature,
thrust augmentation, and various mechanical design arrangements. We believe
that the results of these studies, which have been supplied to the various
aircraft manufacturers, will permit valid evaluations of the performance of
possible airframe-engine combinations. -
On August 26, 1963 we wrote the FAA of our intention-to submit a formal proposal
for the SST powerplant. This was done in answer to that agency's request for
proposals dated August 15, 1963 and which asks that engine proposals be sub-
mitted by January 15, 1964. In arriving at the decision to submit an engine
proposal for the SST program, Pratt & Whitney Aircraft has very carefully eval-
uated the extremely difficult technical problems posed by this program. We can
design a turbine engine which will meet the requirements of the Supersonic
Transport Request for Proposal and also the special detailed requirements of
the three competing aircraft manufacturers. We believe we can develop this
engine and successfully complete the existing FAA requirements for prototype
engine Tentative Flight Test Status Qualification and production engine Type
Certification. In this field Pratt & Whitney Aircraft feels uniquely qualified
by its experience with both subsonic and supersonic military powerplants, as
well as subsonic commercial applications.
While we are confident of our ability to successfully develop a satisfactory
powerplant for the supersonic transport, this confidence should not be construed
as diminishing the magnitude of the job to be accomplished. The supersonic
transport program represents the largest single step ever attempted in the
commercial air transport field., The performance and weight requirements imposed,
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The Honorable A. S. Mike Monroney -3- October 10, 1963
on the engine for a safe and economically satisfactory airplane represents
sizable steps in technology. Historically, the commercial aircraft engine
requirements of this country have been fulfilled by the use of engine types
which were originally conceived and developed for military aircraft. This
has resulted in the selection for commercial aircraft of engine types which
had already proven their excellence in military use, thus eliminating many
possible problem areas prior to commercial operation. In the supersonic
transport program this advantage is not available, and thus all of the usual
technical problems normally present in such new projects must, in the case of
the supersonic transport, be borne within the SST program. The use of engines
adapted.from military aircraft has also had a considerable effect in the past in
reducing the development cost and development time of commercial engines and has
provided essential service experience prior to carrying passengers.
We believe that the tentative flight test status qualification and type certi-
fication programs for the supersonic transport engine can be successfully com-
pleted within the calendar of events established for these phases by the FAA
and as needed to meet the aircraft manufacturers' requirements. The magnitude
of the supersonic transport development problems, coupled with the required
long development period, indicates that the engine development costs will be
substantially greater than any prior engine program undertaken by Pratt &
Whitney Aircraft. Our experience in this field leaves us with a serious con-
cern that the amount of engine development money envisaged for this program is
adequate.
A review of costs for prior engine development programs has shown that the
expenditure of funds for continued engineering and development during its
service life is more than equal to the development funds which are required
to bring the engine to its initial qualification or certification status.
The Request for Proposal on the Supersonic Transport makes no acknowledgement
of this situation which obviously has a very great impact on the total develop-
ment funds. The FAA "Request for Proposal" requires a substantial financial
contribution towards the development program by the manufacturer and, in
addition, indicates that full repayment of government advances is anticipated.
The British and the French governments are taking a different and, in our
opinion, a more realistic approach in supporting and financing the Concorde.
In so far as we can determine, the British and the French governments are
financing the development, tooling and introduction costs without requiring
repayment. In our opinion, the development cost of the supersonic aircraft
will be of such size that it will need substantial government support and that
a 25 per cent participation by the industry is not financially feasible.
Despite the many problems which must be faced in the development of the super-
sonic commercial transport, both technical and financial, we strongly believe
that, as expressed by us three and a half years ago in the attachment, we
should go forward promptly with this project.
.Again, we appreciate the opportunity to submit this statement to your committee.
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HMH:grs Chairman
Attachment
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