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INTERNATIONAL TRADE, TECHNOLOGY TRANSFER, NATIONAL SECURITY, AND 103 DIPLOMACY enhancing new starts and potentially reducing costs of systems, has at best a modest impact on the technological competitiveness of U.S. aircraft in the international arena. It could perhaps have greatest impact on regional transports and business aircraft. What is more critical is that there be an effective national coupling between all areas of research and development that are pertinent to both military and civil systems. This would include appropriate areas of DOD-sponsored research and development, the generic work conducted under NASA sponsorship, and that which is privately funded. The FAA, which also contributes to this technology through its support of aircraft safety, flight operation, and related certification research technology and development, should be included in the coupling. This R&D is the foundation for the advanced U.S. position in power plants, controls, aerodynamics, structures, and aircraft operations for both military and commercial applications. The panel recommends that the DOD, NASA, and the FAA reexamine the mechanisms for working with the civil aircraft manufacturers to insure that maximum advantage is taken of opportunities for dual-use capabilities in technology development for design, manufacture, and certification. Timing of Procurement Ensuring reasonably level support for the production base through timing of purchases would help both military and civil activity. This help would be most meaningful in the areas of regional transports, business aircraft, and rotorcraft. Procurement of military aircraft is characterized by wild fluctuations, and such variations play havoc with utilization of facilities and retention of key human resources. For example, virtually no military helicopters were purchased during the 1970s. Manufacture of civilian helicopters preserved the industry. Recent military orders are now capitalizing on the infrastructure so preserved. Large civil transports represent a special situation. DOD has identified a strategic gap in the adequacy of reserve air transport to meet emergencies. The civil transport fleet can provide some support in a reserve role, but the fact that the aircraft were not designed for that purpose limits their usefulness. One option is for DOD to subsidize the extra expense that would be incurred in developing a special fleet of civilian aircraft to serve explicitly as a reserve. When budget priorities are being established, DOD has not seen fit to allocate resources to such a task, and the panel is not in a position to recommend changes in DOD priorities. With regard to large civil transports, DOD has examined the issue of
