NASA's $14 BILLION DECISION

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July-August 2015

NASA‘s $14 BILLION DECISION Who will ferry cargo

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DEPARTMENTS Page 26 EDITOR’S NOTEBOOK 2 More aviation cybersecurity, please LETTER TO THE EDITOR 3 Fighting wildfires with drones

INTERNATIONAL BEAT 4 Page 40 Antonov looks for partners; India’s space programs IN BRIEF 6 Moon missions; radiation damage; HondaJet; connected aircraft ENGINEERING NOTEBOOK 10 Breakthrough material CONVERSATION 14 FAA opens the skies to unmanned aircraft BOOKS 16 Nixon’s space shuttle decision — and its consequences OUT OF THE PAST 46 CAREER OPPORTUNITIES 48

Page 36 FEATURES UPPING THE STATION’S UPMASS 20 Five aerospace teams are vying for up to $14 billion in NASA contracts to boost the amount of cargo delivered to and from the International Space Station. by Debra Werner PREDICT TROUBLE; AVOID TROUBLE 26 Airliners are safe but expensive to maintain. One way to put a dent in those costs would be to know in advance which parts are likely to require maintenance — and when. by Henry Canaday AIRBUS VS. BOEING: WHOSE AUTOMATION PHILOSOPHY IS BEST? 32 Page 4 Airbus and Boeing each uses automation to make flying safer and easier. But the world’s two dominant manufacturers of large passenger jets have different ideas about how computers and pilots should interact. by Clint R. Balog ALL-SEEING AIRCRAFT 36 Before aircraft can fly without pilots at the controls, they’ll need to be equipped with sensors and computers capable of performing like the human eyes and brain. by Keith Button TRUST: 3-D MANUFACTURING’S HOLY GRAIL 42 Page 10 Additively made parts are being incorporated into spacecraft, but engineers are cautious about using the technique for propellant tanks on vehicles that must carry people or expensive scientific equipment. by Henry Kenyon BULLETIN Page 32 AIAA MEETING SCHEDULE B2 AIAA NEWS B5

ON THE COVER The five cargo vehicles competing for the $14 billion NASA contract (clockwise from top left): Cygnus (Orbital ATK); Dream Chaser (Sierra Nevada Corporation); Jupiter and Exoliner (Lockheed Martin); Dragon (SpaceX); CST-100 (Boeing)

Aerospace America (ISSN 0740-722X) is published monthly by the American Institute of Aeronautics and Astronautics, Inc. at 1801 Alexander Bell Drive, Reston, Va. 20191-4344 [703/264-7500]. Subscription rate is 50% of dues for AIAA members (and is not deductible therefrom). Nonmember subscription price: U.S., $200; foreign, $220. Single copies $20 each. Postmaster: Send address changes and subscription orders to address above, attention AIAA Customer Service, 703/264-7500. Periodical postage paid at Reston, Va., and at additional mailing offices. Copyright 2015 by the American Institute of Aeronautics and Astronautics, Inc., all rights reserved. The name Aerospace America is registered by the AIAA in the U.S. Patent and Trademark Office. 40,000 copies of this issue printed. This is Volume 53, No. 7 ® is a publication of the American Institute of Aeronautics and Astronautics Editor’s Notebook

Ben Iannotta Editor-in-Chief Kyung M. Song Associate Editor More aviation cybersecurity, please Greg Wilson Production Editor Jerry Grey Most articles I read outside of Aerospace America invariably turn my thoughts Editor-at-Large to matters of aerospace. That was the case with a feature article in Wired Christine Williams magazine about the FBI’s 2013 takedown of the San Francisco computer whiz Editor AIAA Bulletin who clandestinely ran the Silk Road digital drug bazaar. Ross Ulbricht is depicted as a seemingly normal young man who enjoyed Contributing Writers hanging out with his friends at the beach, playing drums, and going to the park Philip Butterworth-Hayes, Keith Button, with his housemate and her Chihuahuas. When he booted up his laptop, his Henry Canaday, Leonard David, online alter ego, The Dread Pirate Roberts, would view proof-of-death photos of Jim Hodges, Henry Kenyon, the enemies killed by hit men he hired online (The photos were apparently fakes). Natalia Mironova, Robert van der Linden, Debra Werner, Frank H. Winter The Silk Road case shows that otherwise normal people will do things in cyberspace that they would never do in the physical world. Maybe bits and bytes provide Jane Fitzgerald insulation from feeling the human toll of one’s actions, or maybe computer code Art Direction and Design simply gives physically weak bad people the power to do nasty things they’re not James F. Albaugh, President biologically equipped to do. Whatever the case, chances are, somewhere out there James “Jim” Maser, President-Elect is a person who in real life would never spring from an aisle seat to hijack an air- Sandra H. Magnus, Publisher liner or stand on a hillside and launch a shoulder-fired rocket at one, but who might Craig Byl, Manufacturing and Distribution try the same via cyberspace. STEERING COMMITTEE The aviation industry and governments around the world are aware of these John Evans, Lockheed Martin; Steven E. digital risks and many others. When I think about our coverage of aviation ad- Gorrell, Brigham Young University; Frank Lu, vances in Aerospace America, I see a thread of Tom Clancy-worthy vulnerability University of Texas at Arlington; David R. running through these technologies. Once unmanned planes are enlisted against Riley, Boeing; Mary L. Snitch, Lockheed wildfires, it’s conceivable that a hacker will try to seize one in skies crowded with Martin; Panoptes Systems Annalisa Weigel, giant airtankers, just to see what happens. Researchers are hard at work on sense- EDITORIAL BOARD and-avoid technologies for unmanned planes, and the lure of trying to spoof this Ned Allen, Jean-Michel Contant, technology might be too much for your average hacker to bear. Or, imagine a L.S. “Skip” Fletcher, Michael Francis, hacker breaking into an airliner’s flight control computer and daring a pilot to Cam Martin, Don Richardson, realize that his plane is headed the wrong way before it’s too late. Douglas Yazell The industry is acting. AIAA released its “Framework for Aviation Cybersecurity” in ADVERTISING 2013, and last year seven major airlines and some aircraft manufacturers created Joan Daly, 703-938-5907 the Aviation Information Sharing and Analysis Center, or A-ISAC, in Annapolis [email protected] Junction, Maryland. Pat Walker, 415-387-7593 Those are good starts, but experts rightly warn that cybersecurity has to be [email protected] improved widely, including in the FAA’s Next-Generation air traffic control plan and also internationally. LETTERS AND CORRESPONDENCE There is much more work to do, and the Silk Road case reminds us that the Ben Iannotta, [email protected] problem is not one to defer until tomorrow. QUESTIONS AND ADDRESS CHANGES [email protected] Ben Ianno tta ADVERTISING MATERIALS Editor-in-Chief Craig Byl, [email protected]

July-August 2015, Vol. 53, No. 7 New Releases in Letter to the Editor AIAA’s Progress in Astronautics and Aeronautics Fighting wildfires with drones

Thanks for your “Fire Drones” in Aerospace America [June]. As a former U.S. Air Force pilot June 2015 and attorney in aviation and aerospace, including several years repre- senting air-trafficPrecision control interests, I measurements am very ininterested an affordable in the subject matter in your article. That’s the an- Unmanned craft could be package. the edge against wildfires, swer to fighting forest fires. And the Your job is to move your space-based system from concept through FAA permitting installation. The Keysight FieldFox enables you to make crucial RF and Page 28 idea of fighting firesmicrowave measurementsat times with three precise instruments when in one: cable & antenna tester (CAT) + vector network analyzer (VNA) + spectrum Turbine Aerodynamics, analyzer. It’s the one single instrument precise enough for the lab and no air carriers or otherrugged enough foraircraft the  eld. are in Heat Transfer, FieldFox Combination Analyzers area is the answerSix modelsfor up to 26.5 GHzsafety of all MIL-PRF-28800F Class 2 rugged Materials, and concerned. FindingAgrees fires with benchtop measurements before they CAT + VNA + Spectrum Analyzer

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AIAA MEMBER PRICE: $89.95 careful monitoring. PHOTO ILLUSTRATION LIST PRICE: $129.95 Thanks for your timely article. NASA’s Shin on planes ISBN: 978-1-62410-263-9 of the future/14

Bill Kraham A PUBLICATION OF THE AMERICAN INSTITUTE OF AERONAUTICS AND ASTRONAUTICS Gaithersburg, MD • June cover-FINAL.indd 3 5/18/15 12:00 PM [email protected]

All letters addressed to the editor are considered to be submitted for possible publication, unless it is expressly stated otherwise. All letters are subject to editing for length and to author response. Letters should be sent to: Correspondence, Aerospace America,1801 Alexander Bell Drive, Suite 500, Reston, VA 20191-4344, or by email to: [email protected].

Events Calendar Computational Intelligence in 12–16 July 30–31 July Aerospace Sciences International Conference Business Management on Environmental Systems for Engineers; Massimiliano Vasile and Victor Bellevue, WA Hybrid Rocket Propulsion M. Becerra Contact: Andrew Jackson, Orlando, FL AIAA MEMBER PRICE: $94.95 806.834.6575 9–13 August LIST PRICE: $134.95 [email protected] 2015 AAS/AIAA Astrodynamics ISBN: 978-1-62410-260-8 www.depts.ttu.edu/ceweb/ices Specialist Conference 25–26 July Vail, Colorado The Application of Green Contact: Dr. W. Todd Cerven, Check out AIAA’s Propulsion for Future Space; [email protected], Progress in Advanced High Speed www.space-flight.org/docs/ Air Breathing Propulsion 2015_astro/2015_astro.html Astronautics Orlando, FL and Aeronautics 29–30 August 27–29 July Introduction to Space Systems Publications Now! AIAA Propulsion and Energy 2015 Pasadena, CA Forum; 31 August–2 September 51st AIAA/SAE/ASEE Joint arc.aiaa.org AIAA SPACE 2015 Propulsion Conference; (AIAA Space and Astronautics Orlando, FL Forum and Exposition) Pasadena, CA

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AEROSPACE AMERICA/JULY-AUGUST 2015 3 Ukraine’s Antonov looks urgently for partners

Antonov hopes that a recent deal with Saudi Arabia to build AN-32 light transport multipurpose aircraft could help recharge interest in Ukraine’s dwindling domestic aircraft industry. U.S. Air Force

The May announcement that Ukrai- and the military situation. tonov’s new partnerships will be nian aircraft manufacturer Antonov The venture with Saudi Arabia’s enough to reverse its fortunes. had struck a deal with Saudi Arabia King Abdulaziz City for Science and “It’s far from clear how a Ukrainian to develop and build a new version Technology was borne out of Antonov’s company, or any defense company, can of the AN-32 passenger and cargo efforts in the past year to seek alliances sell planes abroad without a home mar- aircraft was a hopeful sign for those with the Arab kingdom as well as with ket order,” says Richard Aboulafia, vice rooting for the revival of Antonov’s India and China to help finance and de- president of analysis at the Teal Group, moribund domestic business even velop a line of civil and military aircraft. a consulting firm in Fairfax, Virginia. amid the conflict with Russia. But de- The Antonov’s current product lineup “Even if there is a domestic buy, how spite the Saudi deal and an earlier includes the AN-148/AN-158 family of will export customers be reassured agreement with a Chinese company regional passenger aircraft; the AN-178 about product support for what would to jointly develop a new AN-178 mili- transport, a military cargo version of likely be an orphan aircraft?” tary cargo plane, analysts are cau- the AN-148; and the AN-32, AN-70 and Antonov executives are aware of tioning that Antonov’s revival re- AN-124 cargo aircraft. the skeptics but say interest in its air- mains an open question. The agreement to build the AN-32 craft remains high. The company, af- Antonov — once a symbol of will be the first commercial aircraft to ter all, built the world’s two largest Ukrainian industrial prowess and be designed and built in Saudi Arabia. aircraft — the AN-225 and AN-124. which has produced more than 22,000 The aircraft, with Pratt & Whitney en- Antonov’s most recent model is the aircraft since 1942 — is, according to gines and Honeywell avionics, is AN-178, a twin engine military cargo The New York Times, delivering meant to fill Saudi Arabia’s need for aircraft to compete with the Embraer barely 10 aircraft a year. The 2014 small cargo planes for both civilian KC-360 for the AN-12 and C-160 re- conflict between the Kiev government and military sectors. placement market and which flew and Russian separatists left the Ukrai- Despite the dearth of deliveries, for the first time in May. And despite nian economy in shambles, and the Antonov’s order books are slowly fill- news reports that no more AN-124s International Monetary Fund is pro- ing up. They include 10 AN-178s slated will be produced, Antonov’s head of jecting the former Soviet state’s econ- for Silk Way Airlines of Azerbaijan, as marketing told Aerospace America omy to shrink by 9 percent and for well as 90 orders for the A-148/AN-158 by email that a new version of the inflation to hit 46 percent by year end. passenger aircraft and 50 more orders AN-124 is under development: “At With orders from Russia, its main for special mission variants of the present, serial production of the AN- customer, gone, Antonov urgently same aircraft from several customers. 124-200 new cargo aircraft is being needs foreign partners to sustain its Antonov also has orders for 14 aircraft resumed,” Viktor Konarev says, add- business, experts say, though the gov- — nine AN-148/AN-158s, two AN-70s, ing it will have modernized airframe, ernment will be keen to see it survive. two light patrol aircraft and one light glass cockpit, full-authority digital But these experts say a mass of do- transport passenger aircraft — from the engine control and other features. mestic orders appears unlikely any Ukrainian government. Philip Butterworth-Hayes time soon, given the economic woes Still, skepticism lingers that An- phayes@mistral.co.uk

4 AEROSPACE AMERICA/JULY-AUGUST 2015 India’s year of expansive space programs

India has developed one of into a geosynchronous trans- the world’s most advanced fer orbit or 10 metric tons into satellite-based telemedicine a low earth orbit. networks, connecting pa- The Mark 3, with a third- tients in remote communi- stage cryogenic engine devel- ties with doctors in urban oped and built in India, will areas via high-speed Inter- make the ISRO self-sufficient net and telecommunications in the launch of heavier satel- systems. The country has lites, such as those required for also relied heavily on its future military communica- Earth-observation satellites tions and observation space- to track hurricanes, cyclones craft, say industry experts. On and patterns of environ- its first flight the Mark 3 car- mental degradation. It also ried an unmanned astronaut has used communications crew module, an experimental satellites to link medical version of ISRO’s future three- specialists to patients in far- person Orbital Vehicle. flung rural areas and to edu- Later this year military cate students. and civil customers will be But now, India is mak- able to start using position ing a major push to use satel- location services with India’s lites to expand its military version of the U.S. global po- capabilities, as part of the sitioning system. The fourth next stage of what many ex- of seven Indian Regional Sat- perts see as a possible arms ellite Navigation System race with China. spacecraft was launched in In May the Indian Navy March on an ISRO polar sat- began linking all its ships via ellite launch vehicle. The a satellite-based video-con- constellation will eventually ferencing network to enable comprise four satellites, with on-board medical teams three spares, to triangulate a treating wounded sailors at user’s position within an area sea to consult medical spe- encompassing India, its sur- cialists throughout India. Indian Space Research Organization rounding seas and neighbor- That has been made possible India’s Geosynchronous Satellite Launch Vehicle Mark 3 lifts off carrying the Crew ing countries. by the August 2013 launch, Module Atmospheric Re-entry Experiment. Also later this year will be on an Ariane 5, of the multi- the launch of the Reusable band 2,650 kilogram GSAT-7 includes a mission to the moon with Launch Vehicle-Technology Rukimi, the first exclusive military sat- a lunar rover within three years. Demonstration Program, a scaled ellite from the Indian Space Research In July, the ISRO is scheduled to down, test-bed version of a space shut- Organization, or ISRO. launch the next in the series of mili- tle which the ISRO wants to operate In addition, the space organiza- tary communications satellites — the within the next decade. The mission tion has a new range of heavy 2,200 kilogram GSAT-6 on a Mark 2 will include a hypersonic flight test. launchers — the Mark 3 version of the Indian geosynchronous satellite Meanwhile the IRSO’s Mangaly- geosynchronous satellite launch ve- launch vehicle from its spaceport at aan (“Mars craft” in Hindi) Mars or- hicle, GSLV — about to enter the mar- Sriharikota in Andhra Pradesh. This biter mission, launched in November ket. It also has new communications can carry a payload of up to 2.15 met- 2013 on top of an ISRO polar satellite and Earth-observation satellites in ric tons into a geosynchronous trans- launch vehicle, is circling Mars look- development, a global navigation sat- fer orbit. Previously in December ing for methane, as part of the search ellite system which will be opera- 2014 the ISRO made the first success- for life on the planet. tional by the end of 2015, and an am- ful test flight of the Mark 3 version of Philip Butterworth-Hayes bitious scientific program that the GSLV, built to take 4 metric tons [email protected]

AEROSPACE AMERICA/JULY-AUGUST 2015 5 In Brief Broad agenda seen for China’s moon missions China, in the view of some American precise reentry corridor and a landing space experts, seems determined to at Siziwangqi in Inner Mongolia, ac- send humans to the moon. If so, evi- cording to the paper. dence suggests Chinese engineers By contrast, Apollo capsules might want to bring their astronauts plowed directly into the atmosphere. home via the same kind of “skip reen- NASA encoded a skip reentry capa- try” technique that the U.S. plans to use bility in the flight software as a back Associated Press/Xinhua for its Orion capsules. up in case of bad weather over the China launched an experimental unmanned U.S. space experts have been primary splashdown site, but the spacecraft atop a Long March 3C to fly around parsing a technical overview pub- technique was never used operation- the moon and back to Earth in preparation for the lished in April by Chinese space engi- ally. Orion capsules will have a more country’s first unmanned return trip to the lunar neers, describing the country’s 2014 advanced guidance and control strat- surface in 2014. circumlunar test mission, called egy to implement this skip capability. Chang’e 5-T1, in which an unmanned China, the paper said, also will The 2017 mission “shows that China capsule reentered and touched down employ the skip reentry to bring a luis serious about developing a com- in China’s Inner Mongolia Autono- nar sample home from an unmanned plete cislunar-lunar flight capability,” mous Region. mission it plans to launch in 2017. says lunar scientist Paul Spudis. The paper, “Technical Advance- China’s use of skip entry is rela- “They are shooting for cislunar space ments and Significance of Circumlu- tively complex, says Michelle Munk, dominance and, at this rate, will nar Return and Reentry Spacecraft,” an entry, descent, and landing princi- likely achieve it,” he adds. appeared in the journal, Science pal investigator at NASA’s Langley Re- Spudis was deputy leader of the China: Technological Sciences, pub- search Center in Virginia. science team for the Clementine probe lished by the Chinese National Acad- “From my perspective, it’s more that NASA and the Pentagon sent to emy of Sciences. It provided previ- complex than a simple ballistic entry. image the moon in 1994. It’s clear, ously unreleased details, including the Depending on the precision of the Spudis says, the Chinese “are certify- fact that China used a semi-ballistic, landing they want to achieve, the ing the architecture for a human mis- skip reentry technique, in which a guidance, navigation and control has sion to the moon.” capsule makes successive skips off the to be fairly sophisticated,” Munk says. China, however, describes its atmosphere, with each skip slowing In the view of another American plans as more limited. the capsule and dissipating reentry expert, the evidence suggests a de- China “has the ability to achieve heat. China guided the capsule to a sire for more than a lunar sample. the manned lunar landing but it has no plan to do it,” the country’s Xinhua News Agency quoted Zhou Jianping, chief designer of its manned space program, as saying earlier this year. Zhou’s program has been limited to low-Earth-orbit missions. “With China’s current technologies of manned space flight and moon probe, we have the technology basis to realize the manned lunar mission,” Zhou reportedly said. According to the paper’s authors, “The complete success of this mission indicates that the key technologies of China Aerospace Science and Technology Corporation Science and Technology China Aerospace circumlunar return and reentry have been broken through in China.” The paper also reports seven new kinds of lightweight thermal protection material were developed for the capsule, promoting the development and use of composite material in China. After nearly 196 hours of flight, China’s Earth-to-moon-to-Earth reentry capsule parachuted into Siziwangqi in Leonard David Inner Mongolia on November, and was recovered and delivered to Beijing. [email protected]

6 AEROSPACE AMERICA/JULY-AUGUST 2015 Addressing risk of brain damage in Brookhaven National Laboratory

spaceflight A physicist checks cabling on the radiation beam line, an apparatus at the Energy Department’s Brookhaven National Lab in New York. The beam line transmits charged particles to irradiate mice for NASA and simulate what astronauts would experience in deep space.

The research article, “What happens their medial prefrontal cortices had announced a new $9 million grant to to your brain on the way to Mars,” thinned compared to control mice. Limoli’s team for more mice experi- earned some sensational headlines Charles Limoli, professor of radia- ments to study early and long-term when it was published in May on a tion oncology at the University of Cal- effects of galactic cosmic radiation website run by the American Associa- ifornia at Irvine and senior author of on the central nervous system. tion for the Advancement of Science. the study, likened the effect to prun- Just how much can be learned Smithsonian.com declared, “A trip to ing the branches of a tree. “Perhaps from mice remains an open question. Mars could give you brain damage.” most concerning to NASA is that we Mice are far from ideal surrogates for The Space Foundation ran the head- have no evidence that these changes astronauts, not least because the ani- line in its news roundup. ever resolve,” he says. mals have relatively short lifespans, The headlines weren’t wrong. The report’s findings raise a seri- And primates haven’t been used for NASA-funded researchers set out to ous concern, but judging by com- radiation experiments since the 1990s learn whether deep-space radiation ments from researchers, it seems un- because of animal welfare concerns. would have a different effect on the likely to derail NASA’s aspirations to It’s costly to generate particles to brain than radiation on Earth and, if send astronauts to Mars sometime in simulate deep space. So, mice are typi- so, what those effects might be. They the 2030s. cally irradiated in one session, whereas irradiated mice at Brookhaven Na- Limoli says the findings need to astronauts would experience lower lev- tional Lab on Long Island and six be viewed in context. els of radiation that would be cumula- weeks later put them in pens with “The astronauts, when they get in tive over the three-year duration of a toys. The irradiated mice showed less the car, they expose themselves to Mars mission. Astronauts also would curiosity to new toys in the pen or higher risk of dying than when they return to Earth to live for decades, but new placement of familiar toys. Re- go into space,” he says. “Everything mice don’t live long enough to assess searchers later dissected the mice has to be taken in perspective.” The impacts for that length of time. brains and found that the normally ultimate goal of this and other re- Those factors point to “the big- thick network of neuron dendrites in search is to come up with possible so- gest hole” in all of the research pub- lutions to whatever lished to date, says Dr. M. Kerry the damaging ef- O’Banion of the University of Roch- fects might be, pos- ester, who was not involved with the sibly in the form of recent mice experiment but whose pharmaceutical 2012 study with mice linked deep- therapies, he says. space radiation exposure to in- NASA in a pre- creased risk of Alzheimer’s disease. pared statement It’s “recognized that radiation says ”these studies and brain don’t mix,” but how bad and future studies and long-lasting is the damage? “If will continue to in- the [human] brain sustains such dam- form our under- age — but at a very low level — are standing as we pre- there intrinsic repair mechanisms or pare for the plasticity of the brain? Or ways that it American Association for the Advancement of Science journey to Mars.” can recover if you have a slow In fact, earlier this chronic problem? And people in neu- year, as the re- roscience will have different answers Brains of mice before (left) and after exposure to simulated deep-space searchers were for that,” he says. radiation showed a thinned network of neuron dendrites in their medial prefrontal cortices. The mice were genetically engineered to express green heading toward Natalia Mironova fluorescent protein in certain neuronal subsets. publication, NASA [email protected]

AEROSPACE AMERICA/JULY-AUGUST 2015 7 In Brief

HondaJet with uncommon engine placement nearing debut

When Honda Aircraft Co. flew its HondaJet on a marketing tour through Japan and Europe in May after earn- ing a preliminary FAA approval, the curious public looked first for the plane’s most-intriguing feature: engines mounted atop the wings. The FAA is expected to issue its final certification soon, which could trigger deliveries of the first of more than Honda 100 of the $4.5 million jet on order. The plane is the culmination of HondaJet’s unusual engine placement atop the wings has some people wondering if it might start a design trend. more than two decades of personal nurturing by Honda Aircraft Presi- dent and CEO Michimasa Fujino. The configuration dynamics at NASA’s recently retired as NASA Langley’s four- and five-passenger business jet Langley Research Center. Wahls was chief engineer. “They’ve done that. is the first from Honda Aircraft. The part of a HondaJet test in 2005- 07, You look at those nacelles and the py- first 20 are in production in Greens- when the company bought time in lons they sit on, and it’s clear that it’s boro, North Carolina. The plane Langley’s National Transonic Facility . all very asymmetric and tailored for competes in the very-light-jet class Wahls says the jet’s composite fu- the transonic regime they’re in.” against Embraer SA and Cessna Mus- selage reduces weight, part of the The engines-over-wing concept is tang, among others. Honda says the reason why the HondaJet burns 17 not new; early seaplanes had them, jet cruises at 420 knots at 30,000 feet, percent less fuel than Cessna, accord- and so does the Boeing X-48 blended- 10 percent faster than published ing to Honda. Wahls says the air flow wing body research aircraft for NASA. speeds for Embraer and Cessna. And on the slightly bulged forebody and The design, however, long ago fell out because it doesn’t need bracing aluminum wing reduces drag, as of favor. But not out of mind. NASA through the fuselage to support en- does the orientation of the nacelle on has studied over-the-wing engine con- gines in the rear, Honda says it was the pylon, and the contouring of the figurations on transport airplanes. able to make the cabin bigger than it two. “I think what they’ve been able “Sometimes it’s a matter of tech- would have been. to do through very detailed shaping nology catching up with ideas or of Though HondaJet may be the of the pylon/nacelle is not only avoid fusing the right ideas together to get fastest in its class right now, that a penalty on drag, but gain a system the right overall system benefits,” could change with the announcement level benefit,” Wahls says. Wahls says. “Then you have a winner.” last October by Sierra Industries that Minimizing drag — enemy of Wahls says the HondaJet’s engine it will offer the new GE Honda/HF120 speed and stability — and maximizing placement could change some minds. engine for Cessna retrofit upgrades. airflow were critical to making the “You would probably find people HondaJet’s engine placement is uncommon engine placement pay who say it’s better and people who just a part — albeit a key part — of a off. The HondaJet’s engine intakes are still skeptics,” he says. “But I design that has benefited from ad- are at the wing’s trailing edge, and think they’ve made it work and it vances in computational fluid dynam- pylons are shaped and slightly an- may start a trend. Others may take ics and wind-tunnel testing. gled. The result is channeled airflow another look at this installation be- The engines-on-top decision was and a reduced chance of shock. cause of the HondaJet and find new “not one silver bullet for perfor- “All of that has to be tailored so and practical benefits. We’ll see.” mance. It’s all things in the system,” as to not get those shocks, so you can Jim Hodges says Rich Wahls, associate head of get low drag,” says Larry Leavitt, who [email protected]

8 AEROSPACE AMERICA/JULY-AUGUST 2015 Connected aircraft in era of Uber and Airbnb With Wi-Fi available on more passen- ment maker, talked about aviation and change to an industry whose operat- ger jets, flight attendants swiping credit “the Internet of everything,” the cyber ing margins perennially hover be- cards for meal purchases and pilots industry’s term for installing simple tween black and red. viewing airport taxiway maps on iPads electronics on objects to connect them “Your profits would disappear — instead of paper, today’s aircraft may to the digital world. Less than 1 per- or it could double, if you are really seem a picture of perfect connectivity. cent of the physical world is con- smart,” Charney said. In reality, aircraft, airlines and the nected, Charney said, leaving un- Andrew Kemmetmueller, vice aviation industry are barely getting tapped potential not just for aviation president of airline applications for started. That was a dominant theme at but for everything from health care to Chicago-based Gogo, which provides June’s Global Connected Aircraft Sum- agriculture to financial services. In inflight phone and Internet services, mit in Chantilly, Virginia. Shifting to Charney’s vision, sensors and predic- pinpointed aircraft avionics as a ripe truly ubiquitous connectivity, speakers tive analytics in aviation would reduce area for connectivity. “Smart” aircraft said, will demand more bandwidth, operating costs, improve services and systems — in which machines com- new software, new networks, and boost revenue. municate with each other — could more secure and reliable connections. For instance, a sensor could alert streamline engine and aircraft moni- Today, airplanes and airlines tap the crew when the trash compactor toring, allow for remote data retrieval only a fraction of the potential net- needs emptying. Or instead of asking and reduce the need for hardware works and services in cyberpsace. “chicken or beef?” flight attendants and power aboard the aircraft. More connectivity could, for example, would know to offer the passenger in Kemmetmueller said many ways enable pilots to make more-precise E3 the pasta entrée, based on the pas- also exist to leverage advanced con- decisions about bypassing bad senger’s previous in-flight meal orders. nectivity aboard aircraft. In the pas- weather or let airlines pinpoint and “It sounds intrusive,” Charney senger cabin, instant credit authenti- sell seats that might otherwise go acknowledged, adding that much on- cation would enable airlines to sell empty. Truly pervasive connectivity, line privacy is already compromised. pricey duty-free goods on board with combined with big-data analytics soft- “Every time you go on the Internet, minimal risk of fraud. That would re- ware, speakers said, could revamp the we know who you are.” quire a secure direct link to a net- aviation industry in the same profound In and out of the cabin, extracting work from the plane. way that Uber and Airbnb have up- useful information from hundreds of A challenge for airlines is to fig- ended the taxi and hotel businesses. petabytes of data generated each year ure out how to make investments in Howard Charney, senior vice from flights in the United States alone, new avionics, software and other president of Cisco, the network-equip- Charney said, can bring “seismic” technology pay off. United Airlines, which is scheduled to complete satellite Wi-Fi rollout throughout its fleet by the end of this year, offers the service not so much as a money maker but “as cost of doing business,” said Deborah Lee, United’s program manager for inflight Wi-Fi and entertainment, who spoke at the summit. Kemmetmueller noted it was only a decade ago, in March 2004, that Luf- thansa debuted the world’s first inflight high-speed broadband Internet access. Provided by Connexion by Boeing, it used cables and wireless local area network to link passengers to an on-board server, which in turn was connected to a pair of phased-array antennas on top of the fuselage to receive satellite signals. Boeing pulled the plug on Connexion in 2006, citing

United Airlines lack of demand. United Airlines gave iPads to United and Continental pilots in 2011 to replace paper flight manuals. By the end Kyung M. Song of this year, United says it will have Wi-Fi connection available aboard all its aircraft. [email protected]

AEROSPACE AMERICA/JULY-AUGUST 2015 9 Jet engine designers have long wanted to take advantage of the compound titanium aluminide, which combines the properties of ceramics and metals. Standing in the way were questions about the brittleness of the material and the ability to make parts with it at a reasonable cost. Henry Canaday explains one team’s eight-year effort to solve those problems and meet Airbus’ demand for a more fuel-efficient engine. Pratt & Whitney

Breakthrough Pratt & Whitney’s PW1100G-JM geared turbofan engine on the assembly material line in Middletown, Connecticut.

When Airbus’ first A320neo is deliv- than a metal alloy, making it brittle in “New Engine Option” version of the ered to Qatar Airways later this year, some scenarios with poor ductility, widely sold Airbus narrowbody. it will be powered by two Pratt & meaning it can’t be easily heated and Whitney engines whose fuel effi- pounded into complex shapes. Innovating ciency was achieved in part by utiliz- This is the story of how engi- The story begins a little more ing an unusual titanium aluminide, neers and other specialists at MTU than a decade ago, when fuel prices or TiAl, compound in a section of Aero Engines in Munich, partnered were rocketing and calls were grow- the engine’s complex machinery. with Pratt & Whitney eight years ago ing to cut carbon emissions from jets. Aviation engineers have been in- to defeat these challenges to the sat- Pratt & Whitney set out to make a trigued by titanium aluminide be- isfaction of the European Aviation more efficient engine by addressing a cause it does not deform or “creep” as Safety Agency. Last year, the safety design limitation in conventional en- easily as metal and it is lightweight. agency approved the engines as one gines. On most engines, the front fan The downside is that the molecular of two models available on new and the compressor blades that de- structure resembles a ceramic more A320neo aircraft, the fuel-efficient liver air to the fuel combustor must

10 AEROSPACE AMERICA/JULY-AUGUST 2015 turn at the same speed, one that is technology. The result was a new line but Pratt and MTU calculated it would optimal for neither. That’s because of Geared Turbofan engines, or GTF be worth the higher upfront cost. each is attached to a shaft that’s ro- for short. To meet its 15-percent fuel- “Achieving half the weight [in blades] tated by the force of combustion gases savings goal for the A320neo, Pratt was really important” for achieving pushing through a series of turbo decided on three fast-rotating com- the A320neo’s fuel efficiency, says disks and blades and out the back of pressor stages, instead of five slower Wilfried Smarsly, a materials Ph.D. in the engine. Spinning the compressor ones on the V2500 engines it makes MTU’s advanced materials unit in Mu- blades faster would compress the air for conventional A320s. Fewer stages nich. “No other technology, design, more efficiently, but engineers can’t reduced the weight and the part count process or material could make that do that because the tips of the front required for compression, but each big an impact.” fan blades would spin at dangerously stage rotates twice as fast as those on The result is an engine with a supersonic speeds. the V2500. Rotating the shaft that fast compact, fast-turning compressor in Pratt & Whitney engineers came increased the centrifugal force on the the core that maintains combustion up with an innovation to avoid that blades, shaft and disks. That was OK by siphoning relatively little of the compromise. It is an innovation that on the smaller GTFs, because the airflow produced by the unusually in its A320neo incarnation requires ti- parts could be beefed up , but it was large, slower-turning front fan. Engi- tanium aluminide. The Pratt team de- problematic for the larger engine Pratt neers always want to preserve as cided to place a gear between the tur- envisioned for the A320neo. That’s much of that airflow outside the core bine shaft and the front fan so they where the titanium aluminide comes as practical, because the fan cleaves could turn the compressor blades at in. Engineers chose it for the rear the air like a propeller and generates their optimal speed, and slow the blade row in the turbine of the thrust more efficiently than the core, large, front fan to a safe speed. A320neo GTF engine, the PW1100G- whose main role is to convert com- “The gearing lets us make the fan JM, because it is 50 percent lighter bustion energy to kinetic energy. The larger and more efficient, and we can than nickel alloy. A lighter material relationship between the overall air- also design the turbine more effi- eased the centrifugal force on the flow and the flow in the core is ex- ciently. We optimize them separately,” shaft and disks, and engineers did not pressed as the bypass ratio. The explains Pratt & Whitney’s Mary need to increase their weight. PW1100G-JM has a favorably high Colby, manager of innovation and TiAl costs more than nickel alloy, bypass ratio of 12.5 to 1, more than

The new Airbus A320neo, slated to enter service later this year, has a Pratt & Whitney engine with an unusual material.

Airbus AEROSPACE AMERICA/JULY-AUGUST 2015 11 double the ratio of V2500 engines on important upgrade. Existing furnaces spun the blades in Munich. some current A320s. at supplier sites lacked sufficient tem- “We verified we could handle brit- perature sensitivity for precise control, tleness, the biggest issue,” Smarsly says. Getting down to work so MTU invested in upgrading them Then, in 2012, MTU tested TiAl Smarsly assembled a team of 30 and training supplier employees to blades in an engine, although not yet MTU engineers in 2007 to work on run these upgraded furnaces. the PW1100G-JM and at speeds and the high-speed, low-pressure turbine “That should be simple, but it was temperatures a little higher than blades for the new engine. Some were ex- critical,” Smarsly says. would run in the Pratt & Whitney en- perts in designing structures, others Brittleness was the other big chal- gine. That nevertheless established the were skilled at manufacturing, mill- lenge. After metal blades are forged, blades’ reliability and useful life. ing, quality control, marking and they must be machined into final In 2013, TiAl blades were tested cleaning. Smarsly’s budget was gener- shape. MTU realized that a TiAl blade in a Pratt & Whitney engine in the ous, partly because titanium alumi- had to be machined to a more precise United States. The following year the nide would require testing 10 times shape than a comparable metal blade European Aviation Safety Agency more than other materials. to cope with the brittleness. “Tighter certified the PW1100G-JM engine MTU, which had made parts for tolerances control stress distributions and the TiAl blades for use on the Pratt & Whitney engines since the more precisely,” explains Smarsly. “In A320neo; this year MTU and Pratt & 1970s, had its own techniques for pro- Germany we have suppliers who can Whitney began production. ducing metal alloys, but working with do that. It’s expensive, but it works. titanium aluminide was a much trick- And I don’t think you can find such Production ier challenge. suppliers anywhere else.” Getting to production on such a tight Due to TiAl’s poor ductility, engi- Smarsly says there were also schedule took more than luck. MTU’s neers once thought it might be impos- emotional challenges in working with Marcus Woehler and his colleagues had to choose final suppliers and production STEP CHANGE IN EFFICIENCY techniques and set the Pratt & Whitney engineers put a gear between the shaft and the front fan of their Geared Turbofan engines (right). specifications and toler- This lets them rotate the large front fan at a slower, more-efficient speed, increasing bypass airflow, while turning ances for production the compressor at a faster, optimal speed. parts. It was 2011, and by Conventional Turbofan Geared Turbofan engine then MTU had a full set of technology demonstration TiAl blades that the team

Bypass airõw had to transform into a Bypass airõw product that could fly safely and economically. Gear The blades had the general geometry required, but MTU had to define the tolerances, the quality Bypass airõw Bypass airõw and the reliability needed to operate in engines for 10 years or more. Incremental improvement Step-change improvement

Pratt & Whitney A supply chain was set up to produce blades in small quantities. Next, sible to forge turbine blades by the an unusual material. The engineers MTU had to choose the specific firms usual method of heating the material who would design the new blades that would be used for the high vol- and bending it to shape. As it turns feared their brittleness and worried umes required for the A320neo. out, TiAl can be forged when the ma- that there would be component fail- The selection process involved terial is within a precise temperature ures. Lots of tests would be required choosing the best manufacturing tech- range. One of MTU’s partners, the De- to build confidence. niques for the geometry of the produc- partment of Physical Metallurgy and Smarsly’s team moved fast. In the tion blades. Different methods could be Materials Testing at the University of first two years, they defined the pre- used at each step: making the raw ma- Leoben in Austria, calculated the opti- cise chemical composition and the terial, forming it into basic shapes and mum temperature range for forging raw-material production process for finishing it precisely. Each method had the material, and this enabled forging their version of TiAl. A breakthrough its advantages and disadvantages. with conventional machines with one came in 2010, when MTU shook and The team settled on three tech-

12 AEROSPACE AMERICA/JULY-AUGUST 2015 MTU Aero Engines MTU Aero

An employee of MTU Aero Engines in Munich assembles a turbine containing the company’s titanium aluminide ceramic-metal material.

niques. Melting heats and combines limits for quality assurance on these performance of the TiAl blades, but the metals at very high temperatures. production engine parts. Production how frequently the assemblies must Forging shapes the basic parts using specifications had to be set for the be inspected and possibly repaired — compressive forces from a hammer or chemical and phase compositions of thus how much maintenance will cost. die. Milling uses cutters to remove the TiAl material and for deviations al- “We want to have a robust de- material from the forged part to give it lowable in the geometry of the blades. sign,” Woehler stresses. the exact shape required. These limits had to recognize cost as Meanwhile, MTU is considering Forging was chosen over casting well as quality over the long haul of a using TiAl in other engine parts where because it yields stronger blades. Mill- production engine. light weight and other qualities would ing was chosen over grinding, which To counter brittleness, TiAl blades be attractive. For other engine stages, uses an abrasive wheel for cutting. are made to very tight specifications a new TiAl alloy that tolerates higher “Different methods were investi- for shape and composition, but they temperatures would have to be devel- gated, and we made our decisions are attached to a rotor disk made of oped. Developing and certifying a based on quality and cost,” Woehler conventional material at traditional tol- completely new version would proba- says. “We also chose suppliers that erances. The manufacture of these bly require about seven years, in time were capable of meeting the volumes disks is very difficult to change, and perhaps for a next-generation GTF. for A320neos.” MTU is still trying to deal with this Henry Canaday Woehler had to set specification challenge. The issue is not safety or [email protected]

AEROSPACE AMERICA/JULY-AUGUST 2015 13 Conversation

Jim Williams, former manager of the FAA’s Unmanned Aircraft Systems Integration Office Opening the

The U.S. airspace is poised for a historic transformation with businesses clamoring for the right to fly unmanned aircraft for a variety of purposes, from filmmaking Jim Williams says safety is paramount as to delivering goods to monitoring the FAA moves to incorporate unmanned natural gas vents. Impatience is running aircraft into the nation’s airspace. high over the pace of the transformation. Proponents want speedy access to the national airspace, but some pilots warn of potential catastrophe from a sudden influx of additional air traffic. Finding a reasonable path between the two extremes was the job of Jim Williams, who retired in June after a 28-year career at the FAA. The calm, affable Williams readily lists the progress he says FAA has made, which includes releasing a proposed rule that by next year could let craft of 55 pounds or less legally fly in much of the airspace; unveiling an online application called B4UFLY to teach newcomers how to safely and legally operate their craft; and granting hundreds of exemptions to businesses for the first commercial flights. Debra Werner met with Williams at the Small Unmanned Systems Business Exposition in San Francisco to discuss the next steps, including how to accommodate larger aircraft and aircraft that fly beyond the view of their operators. Air Line Pilots Association International

14 AEROSPACE AMERICA/JULY-AUGUST 2015 Interview by Debra Werner [email protected] the to skies unmanned aircraft

Why is it important to have certi- staff from across the FAA to respond. So just because I am working with fied pilots control unmanned air- My office has hired additional help. New York’s test site does not mean craft, even small ones? Congress gave us some money in last I have to travel to Griffiss Inter- The FAA Authorization Act re- year’s budget. We are doing pretty national Airport? quires every aircraft to be operated well financially. We have approxi- Exactly. The ranges can be all by a certified pilot. It’s the airspace mately 100 people working un- over the place. The UAS Test Sites knowledge, the fact that you are op- manned aircraft stuff inside the FAA. are the organizations that we work erating in the national airspace. Un- with to facilitate the approvals, it’s up derstanding the rules of the road, so What was the level three years to them to decide where they set up to speak. It’s like driving a car. You ago? shop to operate. For example, the can’t take the driving test until you About 25 people when I took over Alaska Test Site has ranges in Alaska, pass the written test. the Unmanned Aircraft Systems Inte- Hawaii, Oregon, Kansas and Tennes- gration Office in 2012. see. They have their own safety re- Are you concerned that some gime. They come to us with a loca- small unmanned aircraft opera- How has the FAA’s view of un- tion and a staff to operate at that tors don’t know where they can manned aircraft changed since location. They are trying to find a and cannot fly? then? way to make it more convenient for Yes. Washington, D.C., is the most The FAA has recognized the need to companies to take advantage of their restrictive area in the country as far make integration of unmanned aircraft services. That was really the intent as flying model aircraft. We have into the national airspace a priority. All from Congress in the beginning to practically daily occurrences of peo- the way up to the FAA administrator, facilitate the test and evaluation work ple flying who are completely igno- who has made it one of his priorities. for the industry. rant of that fact. We are talking to the National Park Service to try to How are the new [FAA-selected] When do you think the final small convince them to put up some signs test sites? UAS rules will be published? so people know they are not sup- They’re coming along. They If it were up to the FAA, it would posed to fly in the parks. haven’t been operating for a full year be a couple months. But it is a long yet. They are all different and all have process. It is a priority of the admin- What would the signs say? different strategies for achieving their istration all the way up to the White They would just basically say, “It’s business goals. They all have different House to get it out. It all depends on a no-drone zone. Don’t fly your drone funding structures and profiles. There the comments and how long it takes here.” Something that simple. But the is no federal funding for them. us to come up with rationale to re- Parks Department is low on money so solve them. finding the money to put up signs Are companies going to the sites would be challenging for them. to test their aircraft? When you said at this event last That was the original congressional year that it would take seven to 10 What about the money you need? intent. Some companies are. A big years for a major rulemaking ini- Your office has received more barrier for small companies is that tiative like this one, I took that than 1,000 requests from compa- they don’t have a lot of resources for quite literally to mean that it nies in filmmaking and other in- travel expenses, et cetera. So having would be several years before this dustries for exemptions from the to travel to the test site locations has was completed. But it seems to be current rules to enable them to fly been problematic. The test sites in re- going much faster. limited, low-risk operations with sponse are starting to open more and It originally started back in 2011. small unmanned aircraft. Do you more ranges in more and more loca- That was the initiation date for this have the staff to handle that? tions. We are now up to ranges in 12 rulemaking project. So if we get it done We actually have reprioritized or 13 different states. continued on page 17

AEROSPACE AMERICA/JULY-AUGUST 2015 15 Nixon’s shuttle decision — and its consequences After Apol lo? Richard Nixon and the American Space Program

Reviewed by Edward Goldstein

In his third book about presidential de- new way to launch massive reconnais- cisions on human spaceflight during sance satellites and perhaps capture a the Kennedy and Nixon administra- satellite owned by a hostile nation tions, John M. Logsdon argues that (something never attempted). But Palgrave Macmillan President Richard M. Nixon’s space di- Nixon also had a rectives — canceling the final Apollo political motive; moon landings; forgoing human travel his 1972 reelection to Mars; postponing serious planning hinged in part on for a space station; and greenlighting winning votes in the space shuttle program — were more California, whose consequential than John F. Kennedy’s aerospace and de- commitment to the moon landing. fense industries All for the worse. were suffering Nixon’s worst call, in Logsdon’s from high unem- view, was his 1972 approval for the ployment. now-defunct space shuttles. He ar- Logsdon ob- gues that decision — made while Viet- serves, however, nam War-weary Americans had scant that approving the — appetite for new explorations space shuttle came NASA locked NASA into an expensive, unfo- without a mean- NASA Administrator James Fletcher (left) meets with President Nixon in San Clemente, cused program while ignoring poten- ingful national California, on January 5, 1972, to announce the approval of the space shuttle program. tially cheaper and less risky ways to commitment to send humans to space. post-Apollo space objectives, thus ne- president like Kennedy, “once again Nixon did try to wrap himself in glecting the long-term purpose the singling out the space program for spe- the glory of the Apollo astronauts. And shuttle would serve. He also contends cial priority and setting challenging he believed NASA should have a soft- the shuttle never lived up to its promise goals...and then, crucially, committing power foreign policy role; his pet proj- of being capable of launching people on a sustained basis the political, hu- ect was to invite foreign astronauts on and cargo into space cost effectively, man, and financial resources needed to future U.S. missions. But his vision for because although NASA accurately pro- achieve them.” NASA was largely as a domestic agency, jected the shuttle’s near-term develop- Logsdon, however, knows the one that might even tackle intriguing ment costs, it was woefully off base in Cold War-era circumstances that en- technology such as desalinization and estimating the system’s operational abled Kennedy to shoot for the moon other Earth-bound problems. costs. He quotes from the 2003 report were unique. This is a thought-provok- Interestingly, for all the angst of the Columbia Accident Investigation ing book for students of space history. about NASA’s declining budget, which Board, on which he served, as conclud- It made me think that elected officials according to Logsdon then equaled 6 ing that “the increased complexity of a should take a hard look at U.S. under- percent of discretionary non-defense Shuttle designed to be all things to all investment in research and develop- federal budget, the agency’s budget people created inherently greater risks ment and consider what NASA can ac- today is half that ratio. than if more realistic technical goals complish in the context of an Logsdon details how Nixon and had been set from the start.” expanded global R&D budget to ad- key budget and political aides came to Among those goals, Logsdon sug- vance economic growth, technological put their support behind a “full capa- gests, may have been to design an X- achievement, exploration and science. bility” shuttle that could launch into or- plane version of the shuttle first and And then maybe NASA can get beyond bit large national security reconnais- then proceed on an evolutionary basis Nixon’s legacy and develop a credible sance satellites and eventually a large to a full scale shuttle. technical and budgetary plan and com- space telescope like the Hubble. They The author concludes that retain- pelling rationale to go to Mars. wanted to assert America’s space leading America’s leadership in human Edward Goldstein ership and provide the nation with a space exploration will take another [email protected]

16 AEROSPACE AMERICA/JULY-AUGUST 2015 continued from page 15 in 2016, which more than likely will be the year it comes out, that’s five years. Jim Williams Title: Retired June 1 as manager, FAA Unmanned Aircraft Systems Integration When do you expect the FAA to es- Office since March 2012 tablish rules for larger unmanned Age: 55 aircraft and unmanned aircraft operating beyond visual line of sight? Birthplace: Maryville, Tennessee That requires the aircraft to be certi- Education: Bachelor’s in aerospace engineering, Georgia Tech fied. The small UAS rule is the FA A’s Previous positions: Director of FAA’s Office of Systems Engineering and Safety first step in trying to answer the mail (2005-2012); safety management director and integration director for FAA’s on a lot of very low-risk operations. But Air Traffic Organization (2004-2005); various other FAA management positions it’s just the first step. There is way more since 1987; flight test engineer at Lockheed-Georgia Co. (1985-1987); space shuttle work that has to be done. You will hear mission controller, NASA Johnson Space Center (1981-1985). in the near future about what we are going to be doing next. We are moving Residence: Reston, Virginia out in a whole bunch of different areas. Notable quote: “We are moving ahead as fast as we can while maintaining It’s a long road that will never end to the safety of the national airspace.” integrate unmanned aircraft into the National Airspace System. There are companies going through the certification process to get their aircraft approved. Once they are approved, some craft can fly. We give right-of-way to How many exemptions have you will operate beyond visual line of sight. the manned aircraft operations. granted companies under Section The big barrier is how do you replace 333 of the FAA Modernization the requirement for the pilot to be able Are there also government agen- and Reform Act of 2012 to allow to see and avoid other aircraft. You cies that operate unmanned air- them to operate unmanned air- need some sort of electronic means of craft beyond the visual line of craft to perform limited, low-risk compliance. There is a lot of technol- sight of the operator? operations without getting air- ogy out there being developed and ex- The Customs and Border Patrol fly worthiness certification for the amined but no one has actually gone their aircraft on both borders in con- aircraft? through the certification process to get trolled airspace as we speak. They Two hundred forty-six as of April that approved. have 10 aircraft split between the two 29. We are starting to crank them out borders. They have special maritime now. It can change daily. Seven companies are going aircraft that patrol the Gulf of Mexico through that process? and off the coast of California. They all How does the FAA enforce un- Some are seeking certification to operate in contact with air traffic con- manned aircraft rules? operate within visual line of sight trol intermixing with manned aviation. The FAA is not about enforcement and some would operate beyond vi- That’s been happening for a while. but about compliance. We can’t be ev- sual line of sight. We do already have erywhere. We only want to get in- beyond-visual-line-of-sight opera- Can unmanned aircraft help fight volved in identifying the really bad tions approved off the coast of fires? actors. We communicate with people Alaska using procedural separation. There is a lot of potential there but who disregard the rules. We have a We’ve achieved an equivalent level there are also a lot of risks because standard letter we send. Enforcement of safety to a pilot’s ability to see and firefighting with aircraft is very dan- is a last resort. The only rules people avoid based on the fact that when we gerous. Intermixing unmanned air- need to know is to stay out of the did a study to determine the aircraft craft into firefighting has to be done way of manned aircraft and not to put operating density in the area, we carefully so it does not increase the people on the ground at risk. It’s that couldn’t find any. We had no histori- risk of an already risky operation. simple. But unfortunately people cal record of an aircraft operating in They are taking it slow and steady. don’t even know that. New York City that area below 2,000 feet. That’s not police arrested two guys who chased to say that there won’t be in the fu- Is it complicated because air after one of their police helicopters. ture. So we set up a process to coor- tankers and scouting planes are dinate. If a manned aircraft is going already flying? What are your plans for retire- to go there, there’s a coordination Yes. And there’s smoke and you get ment? process to say, “Are there any un- these tremendous hurricane-force I’m looking for a job in the Un- manned aircraft operations?” If no, winds that are created as the air rises manned Aerial Systems industry no problem. If yes, we need to coor- and mixes with the air currents. It’s a where I can make a significant con- dinate getting the unmanned aircraft very dangerous environment for tribution to civil use of Unmanned on the ground so the manned air- manned aviation. Aerial Systems.

AEROSPACE AMERICA/JULY-AUGUST 2015 17 Honoring Achievement: An AIAA Tradition

AIAA is proud to recognize the very best in our industry: those AIAA Foundation Award for individuals and teams who have taken aerospace technology to the next level ... who have advanced the quality and depth of the Excellence aerospace profession ... who have leveraged their aerospace X-37B Orbital Test Vehicle Team knowledge for the benefit of society. Their achievements have Award accepted by inspired us to dream and to explore new frontiers. Dan Hart, Vice President, Government Space Systems We celebrate our industry’s discoveries and achievements from Boeing Defense, Space & Security the small but brilliantly simple innovations that affect everyday St. Louis, Missouri lives to the major discoveries and missions that fuel our collective human drive to explore and accomplish amazing things. For Randall Walden, Director of the Air Force Rapid over 75 years, AIAA has been a champion to make sure that Capabilities Office aerospace professionals are recognized for their contributions. Washington, D.C. AIAA congratulates the following AIAA Foundation Educator individuals and teams who were Achievement Awards Paul Wiedorn recognized from April 2015 to June 2015. Technology and Engineering Teacher Wilde Lake High School Columbia, Maryland AIAA Aeroacoustics Award Nigel Peake Professor, Applied Mathematics Kaci Heins Department of Applied Mathematics and Theoretical 6th Grade Science Physics Northland Preparatory Academy University of Cambridge Flagstaff, Arizona Cambridge, United Kingdom

AIAA Aerodynamics Award Russell M. Cummings Department of Aeronautics Gary Garber U.S. Air Force Academy Instructor of Physics Colorado Springs, Colorado Boston University Academy Boston, Massachusetts

AIAA Aircraft Design Award Darold B. Cummings Aerospace Consultant Heather L. Stewart Boeing Technical Fellow (retired) 7th Grade Science–8th Grade Science Huntington Beach, California Paxton High School Paxton, Florida

AIAA Distinguished Service Award Roy V. Harris Jr. Mohamad Barbarji Director of Aeronautics (retired) Technology Education NASA Langley Research Center Distinguished Technology Engineering Educator Williamsburg, Virginia West Point High School West Point, Virginia

AIAA Fluid Dynamics Award AIAA Goddard Astronautics Award Philip Roe Jean-Jacques Dordain Professor, Department of Aerospace Engineering Director General University of Michigan European Space Agency Ann Arbor, Michigan Paris, France

If you need further information about the AIAA Honors and Awards Program, please visit www.aiaa.org or contact Carol Stewart, 703.264.7358 or [email protected] AIAA Ground Testing Award AIAA Reed Aeronautics Award Robert F. Ide Ramesh Agarwal Mechanical Test Engineer William Palm Professor of Engineering NASA Glenn Research Center Washington University in St. Louis Cleveland, Ohio St. Louis, Missouri (Award to be presented by AIAA Cleveland Section)

AIAA International Cooperation Award AIAA Theodor W. Knacke Aerodynamics Decelerator Systems Russell M. Cummings Award Department of Aeronautics U.S. Air Force Academy Robert J. Sinclair Colorado Springs, Colorado Chief Engineer Airborne Systems Santa Ana, California Andreas Schuette Research Engineer AIAA Thermophysics Award DLR Institute of Aerodynamics and Flow Technology Sumanta Acharya Braunschweig, Germany Ring Chair & Professor, Mechanical Engineering Department University of Memphis Memphis, Tennessee AIAA Losey Atmospheric Sciences Award Ian Waitz Dean, School of Engineering and Jerome C. Hunsaker Daniel Guggenheim Medal Professor of Aeronautics and Astronautics (Sponsored by AIAA, AHS, ASME, and SAE) MIT Alan R. Mulally Cambridge, Massachusetts Former Executive Vice President, The Boeing Company (Award to be presented by AIAA New England Section) Former President and CEO, Boeing Commercial Airplanes Retired President and CEO, The Ford Motor Company AIAA National Capital Section Barry Board of Directors, Google M. Goldwater Educator Award Christopher J. Scolese Director Elmer A. Sperry Award NASA Goddard Space Flight Center (Sponsored by AIAA, ASCE, ASME, IEEE, SAE, Greenbelt, Maryland and SNAME) Michael Sinnett, Vice President, Product Development and the Boeing 787-8 AIAA Plasmadynamics and Lasers Development Team Award Philip E. Cassady Senior Technical Fellow (retired) Thank You, Nominators! The Boeing Company AIAA appreciates your time and effort in preparing the Seattle, Washington nomination package! C. Thomas Avediaisn Mireille Gerard Laurence Leavitt Ann Dowling Tucker Hamilton Robert Liebeck AIAA Public Service Award Victor Canacci Jerry Hefner Tom Milnes Ralph M. Hall Sandy Coleman Elsa Hennings Johnny Moye Congressman (1981–2015), 4th District Texas William Crossley H. Huynh Martiqua Post Rockwall, Texas Nicholas Cumpsty Eric Johnson Rosemary White Earl Dowell Sue Jukosky Robert Walter Krzysztof Fidkowski S. Karunamoorthy

To view awards open for nomination, visit http://www.aiaa.org/HonorsAndAwardsOpenNominations.aspx?id=5858 Five aerospace teams are vying for up to $14 billion in NASA contracts to dramatically boost the amount of cargo delivered to and from the International Space Station. The competition pits industry stalwarts against relative newcomers, and traditional mission designs against daring innovation. Debra Werner looks at NASA’s options and the potential payoffs to astronauts. UPPING the station’s upmass

he stakes for NASA’s latest competi- Even when all goes right, the station tion to deliver supplies to the Inter- crew must rely on a dwindling fleet of Tnational Space Station were laid freighters. Europe’s Automated Transfer Ve- bare in April, when a Russian Progress hicle stopped flying in 2014; Japan’s H-2 cargo ship spun out of control toward the Transfer Vehicle is scheduled to deliver end of its ride to space on a Soyuz rocket. cargo once a year until it retires in 2019, More than 2,700 kilograms of cargo burned and the space shuttle fleet flew its last mis- up in the atmosphere over the Pacific sion in 2011. Nearly all supplies are deliv- Ocean, forcing the six person crew to go ered by Russian-government Progress ships, without fresh produce until the next resup- plus two kinds of commercial vehicles that ply flight, a SpaceX Dragon scheduled at NASA added to the mix after a 2008 compress time to launch June 26, 2015. The petition: The SpaceX Dragon and Orbital failure came just six months after an Amer- ATK Cygnus capsules. ican-built Cygnus cargo capsule was de- NASA wants to solve the dearth of de- stroyed when its Antares launch vehicle livery options by increasing the mass that exploded during liftoff from Wallops Is- can be delivered to the station, and it is in land, Virginia. the closing weeks of a high-stakes indus-

by Debra Werner [email protected]

20 AEROSPACE AMERICA/JULY-AUGUST 2015 Copyright 2015 by the American Institute of Aeronautics and Astronautics Node 2 The competitors Five companies are chasing the next cargo contract for the International Space Station

SpaceX Dragon Boeing Crew Space Orbital ATK Sierra Nevada Lockheed Martin Observers say SpaceX is Transportation-100 Enhanced Cygnus Dream Chaser Jupiter and Exoliner well positioned because (CST-100) After three flights to This is the only non- This is the only of the seven Dragon Boeing argues NASA the station, Cygnus was capsule design in the entirely new concept missions flown to the would save money by sidelined last October competition. The cargo in the competition, station so far, including adding cargo to the when an Antares rocket version would ride to although Lockheed a demonstration CST-100’s mission of exploded in a launch space shrouded by a Martin says it will rely mission. The existing carrying astronauts attempt from Virginia. rocket fairing, and on technologies proven Dragon includes a to the space station. While the company after the mission its on other missions. An 14-cubic meter trunk Boeing hasn’t spelled works on the Antares, wings would deploy orbiting Jupiter space that is jettisoned to out the adjustments it will get back to mechanically for a tug would deliver dispose of trash in the it would make for a business in November runway landing. Sierra disposable Exoliner atmosphere while the cargo version, but it by using an Atlas 5 Nevada says the exact containers to the main capsule returns will on reentry land to launch a new, larger deployment method is station using a cargo to Earth. Here are under parachutes at version of Cygnus competition sensitive. robotic arm. more details of the one of five sites in with updated electronics. Dimen sions: Dimen sions: current version: the U.S. Orbital ATK hasn’t 10 meters long, 8-meter 9.7 meters long, Dimen sions: Dimen sions: provided details of its wingspan 4.4-meter diameter 7.2 meters long, 3.7-me- 5 meters long, 4.6-meter bid for the new cargo Max imu m loa d: Max imu m loa d: ters diameter, including diameter contract, but here are 5,500 kilograms up; 5,000 kilograms in a disposable trunk Max imu m loa d: details for Enhanced 1,750 kilograms down. a pressurized Max imu m loa d: Boeing won’t comment, Cygnus: Also can release 3,250 compartment; 3,310 kilograms up; except to say CST-100 Dimen sions: kilograms to burn up in 1,500 kilograms in 2,500 kilograms down cargo version will carry 4.9 meters long, the atmosphere. an unpressurized plus 810 kilograms at least 2,500 kilograms 3-meter diameter Launc h vehicle: compartment burned up in disposable Launc h vehicle: Max imu m loa d: Atlas 5 or Europe’s Launc h vehicle: trunk Atlas 5 3,500 kilograms to Ariane 5 Atlas 5 Launc h vehicle: Landing : and from space station Landing : Landing : Falcon 9 Touches down on land Launc h vehicle: 8,000-foot conventional None, used Exoliners Landing : Reusable? Orbital ATK Antares; runway burn up in the Ocean splashdown Yes Atlas 5 Reusable? atmosphere; Jupiter Reusable? Landing : Yes remains in orbit Not yet, but SpaceX None, burns up on Source: aspires to that reentry Aerospace America research AEROSPACE AMERICA/JULY-AUGUST 2015 21 y r e o o . n d e d g f that f o n x r e c n f three s r e w 8 g W X o w - e s g e y r t fi t 1 5 c M C a t $ I t t M o t y t S T c b a b t D b t f “ b t g a y , in a p p “If p t A a y and y X i r b r the c X d a i g a c t ctu N d f X s n e d , D d n s o n h - s f . t s o l A n e a M f g r o y s o e t y r 2 . h r d y 5 0 t b y launched o h s n a d t s , e n l r s e d 5 0 s n n d s d y expendable o - . s d s o e . n e t , r d n E- A o r would e d e e d r s n , d s s f a d h e s 5. r n e f , r d , n n - p e s o e r d Ou f p of discus- e e , e e n u s b u u cargo con u e s b c arm o l t o e t u f on man u s u d u s c e y A d d w y d r e can t d h , e g r f the w e s are ser e p mane er g d y t t r an or t o s r . o y above or L , e d - s o r r f the X Dragon d s y f the t still t e s e r th p e d r a p e C- W h p f l in b kh d l C w S s program g M ld l h l on s cces- d m h f the t si l 5 he k i . r e to d s h i r t t l e S i n d e b t ll b w he e h sa s h l ll d t f . kh d in h t d e - n S e , a space d bl y h w ’ b c arm ld e -

AA JT “If NASA’s goal is to find a company that can transport cargo to station as change the old Exoliner and refueling winged Dream Chaser Cargo System, the modules for the new ones, except to say only contender that would land on runway, reliably and that the old Exoliner and refueling module could be modified for Earth observation or never orbit freely. They would be placed scientific flights, to retrieve and repair satel- cheaply as on the Centaur, which would carry them lites or to nudge the space station a little back into the atmosphere to burn up. Jupi- higher in orbit when necessary. Observers ter would then tug the new Exoliner to the were surprised last year when NASA did not possible, space station for another delivery. Lock- pick Dream Chaser as one of the commer- heed Martin flight controllers would moni- cial craft to carry astronauts to the station, SpaceX tor the mission from the ground. given its resemblance to a space shuttle or- Lockheed Martin knows that this ap- biter. The agency instead chose Boeing’s will be hard proach would be a new way of delivering CST-100 and SpaceX’s Dragon capsules. Si- supplies to the station. The company is try- erra Nevada hasn’t given up on carrying as- to beat.” ing to counter concerns about the addi- tronauts and suggests that the cargo craft tional rendezvous step by pointing to the could be adapted for that purpose, too. Marco Cáceres spaceflight heritage of its components. Sierra Nevada continues to work on the Senior Space Analyst Lockheed Martin engineers patterned Jupi- crew version of Dream Chaser with its own at Teal Group ter after their design for the Mars Atmo- money and some from NASA. Over the last sphere and Evolution probe that arrived in nine years, it has received $363.1 million orbit around Mars last year. Lockheed Mar- from NASA. Regardless of how the cargo tin’s partner, Italy’s Thales Alenia Space, competition turns out, the firm plans to plans to model Exoliner on the pressurized conduct a flight test of its original Dream cargo module the firm built for the Auto- Chaser design from California’s Edwards mated Transfer Vehicles that carried sup- Air Force Base by the end of the year. plies to station from 2008 to 2014. Even the Unlike the piloted version, the Dream robotic arm looks familiar. Designed by Chaser Cargo System would fly to space and Canada’s MDA Corp., it will be modeled on land on a runway autonomously. Its wings robotic arms MDA supplied to the space would deploy mechanically before the trip shuttle and space station programs for 30 home. The crew version would have flown years, says Lockheed Martin’s Tim Priser, atop Atlas 5s without a shroud and with its the company’s CRS-2 proposal manager. wings deployed. In orbit, large solar arrays Lockheed Martin refers to Jupiter and would provide power. Sierra Nevada would the Exoliners as multipurpose space vehi- equip the Dream Chaser with an expend- cles, because in addition to delivering cargo able cargo module designed to be ejected to to the station, they could in theory rendez- burn up in the atmosphere with up to 3,250 vous with other satellites or carry cargo be- kilograms of trash. In all, Dream Chaser yond low Earth orbit. Lockheed Martin has could transport 5,500 kilograms to the sta- even suggested to NASA that it put a station and bring 1,750 kilograms back to Earth tionary bike or other exercise equipment in for a runway landing. the pressurized section of an Exoliner and Despite the crew competition setback, dock it to an Orion crew vehicle, which Sierra Nevada casts the runway landing as a Lockheed Martin is also developing, so the key selling point. Dream Chaser would astronauts could carry additional life-sup- need no more than an 8,000-foot runway, port equipment and get exercise during a typical of regional airports. It uses nontoxic long mission to deep space. propellants, which means a ground crew “Instead of just a simple FedEx machine could unload cargo quickly. that delivers cargo for station, this is some- “You need to get those experiments thing that looks like a habitat,” Priser says. back in the hands of the researchers as soon as possible or the quality of the sci- Chasing the dream ence starts to degrade,” says Steve Lindsey, Lockheed Martin isn’t the only company ar- a veteran of five space shuttle missions guing that its proposal has value beyond who now runs Sierra Nevada’s Space Ex- the station. Sierra Nevada says that its ploration Systems unit.

AEROSPACE AMERICA/JULY-AUGUST 2015 23 Expanded mission supply Services contract NASA awarded Boeing hopes to sell NASA on the idea of SpaceX in 2008. buying CST-100 cargo flights on top of the Orbital ATK officials also declined to work it’s already doing on the crew version discuss their CRS-2 proposal but agreed to for NASA, which it says would lead to econ- talk about Cygnus’s ongoing space station omies of scale and lower the vehicle’s over- delivery work. The cylindrical Cygnus all cost. At the end of a mission, onboard spacecraft conducted three NASA cargo guidance, navigation and control software missions between September 2013 and would calculate precisely when the space- July 2014, before the rocket failure in Oc- craft would need to begin its reentry to tober 2014. reach one of five U.S. landing sites. Thrust- During its first three missions, Orbital ers would reduce its speed to start the pro- ATK delivered 3,629 kilograms to the space cess, and high in the atmosphere the blunt- station, about the weight of two F-150 cone capsule would reorient itself and use pickup trucks. Orbital ATK does not bring atmospheric drag to reduce its velocity. cargo back to Earth. Instead, astronauts High-speed drogue parachutes would de- pack the capsule with the space station’s ploy, followed by three main Kevlar and trash, which burns up in the atmosphere. nylon parachutes. The main chutes open in “We’ve taken away more cargo than we’ve stages to gradually slow the capsule until it delivered, which is a very valuable service to nears the ground and releases six airbags to NASA,” says Frank DeMauro, Orbital ATK reduce the force of impacts. vice president of human spaceflight systems. Boeing engineers designed CST-100 He emphasizes this experience as an in- with astronauts in mind, and they made cumbent: “We have a very competitive and sure crews could climb on board shortly compelling offering based on what we’ve before takeoff and exit quickly when the already shown is a very successful system.” capsule reached its destination. NASA Orbital ATK is in the process of up- could take advantage of that same design grading Cygnus for five additional cargo to move cargo quickly onto and off the missions it plans to perform for NASA un- spacecraft, Boeing says. der the original Commercial Resupply Ser- vices contract. Beginning in November, Or- Quiet incumbents bital ATK will carry NASA cargo in the SpaceX officials declined to discuss any Enhanced Cygnus, which includes new ra- plans to modify Dragon for NASA’s CRS-2 dios and navigation sensors, improved solar competition, but observers don’t expect the arrays and a cargo module built by Italy’s company to make significant changes to the Thales Alenia Space to hold 3,500 kilo- current design or operations. grams compared with 2,300 kilograms for Dragons are launched on Falcon 9 the initial Cygnus model. The November rockets from Cape Canaveral. Outside the flight will be on an Atlas 5 from Cape Ca- atmosphere, the Dragon jettisons a nose naveral. Orbital ATK plans to purchase one cap that covers the vehicle’s space station or two Atlas flights while the company up- docking hatch. Beneath the hatch, Dragon grades Antares and replaces its first-stage has an 11-cubic-meter pressurized cargo AJ26 engines due to concerns that their fail- bay and a 14-cubic-meter unpressurized ure may have caused the October accident. cargo hold known as Dragon’s Trunk. Much of Orbital ATK work focuses on When the spacecraft leaves the space sta- integrating the spacecraft’s hardware and tion, the Trunk separates from the primary software, but DeMauro keeps reminding capsule and burns up on reentry, while his team that their ultimate goal is supply- the main capsule reenters and slows for ing astronauts. “The first chart I show in landing with the help of two drogue para- every all-hands meeting is a picture of the chutes and three main parachutes. crew to remind everyone that those are The existing Dragons can deliver and the folks we are really working for,” pick up a maximum of 3,310 kilograms of DeMauro says. “Our management is count- cargo. On the return trip, Dragon can ing on us to succeed and NASA is count- bring home a maximum of 2,500 kilo- ing on us to succeed, but no group of peo- grams and dispose of the rest in Dragon’s ple are counting on us more than those Trunk, according to the Commercial Re- crew members.”

24 AEROSPACE AMERICA/JULY-AUGUST 2015 31 AUGUST – 2 SEPTEMBER 2015 PASADENA, CALIFORNIA

What’s Unique about AIAA SPACE 2015? More than a trade show, AIAA SPACE 2015 combines the best aspects of technical conferences with insights from respected leaders, providing a single, integrated forum for navigating the key challenges and opportunities affecting the future direction of space. The technical program ensures that you’ll find the latest scientific and technical Forum 360 Sessions research for advancing your capabilities to improve or Banner Year for Solar System Exploration develop new space assets, find business solutions, and achieve your goals. On-Orbit Servicing Horizons Shaping Policy Commercial Crew’s Path to Flight Technical Program Flagship Astronomy Missions The technical program is what sets AIAA ISS —The Orbital Laboratory SPACE apart from other major space events. Next-Generation Launch Vehicles The program contains more than 350 technical Earth Science and Remote Sensing papers from about 100 government, academic, and private institutions in 21 countries reporting 20-Year Vision Workshop on the latest in space research, and offering Cybersecurity scores of opportunities for collaboration and Turning ΔV Into $ (Commercial Space Ops) discussion on high-impact topics. Lightning Workshop Mars 2030

14-41715-768 Predict trouble/

he decades-old trend of attach- yond engines, and includes real-time down- ing sensors to components on loading of defect data, for example, via the airliners to gather performance Airbus Real Time Health Monitoring ser- statistics and receive failure vice, which monitors the performance of alerts is expanding to more components on A380 and A350 XWB extra componentsT and new kinds of predictive wide body jets in flight. Later this year, maintenance services. Computer and avia- AiRTHM expertise will be available to air- tion experts attribute these developments lines on mobile devices. to the newest big-data analytics software As powerful as AiRTHM is, it reflects that can do in a flash what used to take an early form of real-time monitoring, be- minutes or longer, the proliferation of appli- cause it is limited to receiving short mes- cations for smartphones and tablets and to sages downloaded via ACARS, the satel- the advent of broadband satellite communi- lite-based Aircraft Communications cations between aircraft and the ground. Addressing and Reporting System. Today, Engine makers led the way to predic- the cost of broadband satellite links means tive maintenance more than 30 years ago that the bulk of the peformance data is by collecting performance readings from downloaded after the plane lands, and soft- by Henry Canaday aircraft during flight and studying it for ware then compares this data to the statisti- [email protected] trends. The technique is spreading well be- cal records for specific parts in search of

26 AEROSPACE AMERICA/JULY-AUGUST 2015 Copyright 2015 by the American Institute of Aeronautics and Astronautics Airliners are amazingly safe but expensive to maintain. One way to put a dent in those costs would be to know in advance which parts are likely to require maintenance and when. Henry Canaday examines the predictive analytics revolution unfolding in the airline Avoid industry. trouble

Airbus

Qatar Airways was first to fly the A350 XWB, one of two Airbus symptoms that preceded other failures. promise to race through big data sets in models served by AiRTHM, Airbus' That is changing though. As broadband seconds using a technique called in-mem- real-time maintenance troubleshooting program. links become more affordable and airlines ory computation, in which computations choose to make predictive maintenance an are done in the same area of the computer even higher priority, experts expect more where the data is stored. Adhikari says he data to be downloaded to data centers in expects widespread adoption of this tech- real-time so it can be parsed using the new- nology in three to five years, so that pre- est big-data analytics techniques. Airlines dictive maintenance analysis can be done stand to gain economically and customers while a plane is in flight. stand to gain from fewer flight delays. In rare cases, safety might even be at stake HOW IT ALL BEGAN when an impending fault is discovered. Airbus began health monitoring in the early If an “aircraft is about to fly over [the] 1990s with software called AIRMAN, short Pacific Ocean, one may decide to come for Aircraft Maintenance Analysis. AIRMAN back to [the] airport without taking the offered basic defect alerts on a limited risk,” says Sam Adhikari of the big data an- number of components. The airline itself alytics firm Sysoft in Whitehouse Station, had to arrange the transmission of these New Jersey. alerts via ACARS, then interpret them and The newest computers and software act upon them.

AEROSPACE AMERICA/JULY-AUGUST 2015 27 “We want to use the history of interrogate the plane via ACARS and seek information from other components to try interruptions, maintenance system to identify the root cause. They trouble- shoot the problem before the aircraft lands records, real configurations and and immediately contact airline maintenance managers on ordinary ground com- all possible data related to failures munications, advising them on how to rec- tify defects as quickly as possible when the to develop better predictive plane lands. The goal is to simplify predictive-main- models.” tenance by making the manufacturer responsible for the main critical monitoring Philippe Gourdon, Airbus elements: sensors, data transmission and analysis. The airline has only to receive and act upon AiRTHM guidance. AiRTHM also has a longer-term aspect. Airbus staff monitor performance trends by recording data during flight and download- In a shift away from this do-it-yourself ing this data on landing. The aim here is to approach, Airbus added a more ambitious predict future failures and enable their pre- service in the early 2000s during develop- vention by timely action. Airbus staff advise ment of the A380. This was AiRTHM, a maintenance planners at the airlines about service that Airbus provides for airlines likely future problems. that fly A380s and now also Qatar Air- Airbus expects the service to be most ways, the first airline to fly the A350 XWB popular among young or lean airlines. Ma- extra-wide-body. jor carriers still prefer to control predictive The AiRTHM process begins with AIR- maintenance, so Airbus is inserting the ex- MAN onboard software monitoring seven pertise of AiRTHM into a new version of key systems: fuel, engine, oxygen, pneu- AIRMAN for direct use by airlines. matic, hydraulic, air-conditioning, and land- AIRMAN software installed in airline Airbus Real Time Health Monitoring provides predictive maintenance ing gear. This time, if a defect occurs in maintenance-management offices will soon and real-time troubleshooting flight, information is transmitted to Airbus have an Expert module, which is software services for the A380 and the ground staff instead of to the airline. If the that contains all the expertise that Airbus A350 XWB. Airbus can remotely access data from the aircraft via defect is judged critical, meaning it could staff have been using to provide the the satellite-based Aircraft affect the aircraft’s next flight, Airbus staff AiRTHM service. Carriers will get notices of Communications Addressing inflight defects directly and Reporting System. and immediately via ACARS, rather than having the information routed through Airbus. AIRMAN’s forthcoming Expert module should enable airline staff to distinguish between critical and non-critical defects, and guide them through troubleshooting steps, including the right interrogatories to send the aircraft while in flight via ACARS. The Expert module’s knowledge base will be essential, explains Philippe Gour- Airbus don, vice president for

28 AEROSPACE AMERICA/JULY-AUGUST 2015 business information management at Air- bus. Defects can have many root causes. Finding the right one efficiently requires understanding of the aircraft’s architecture. The new approach puts an application on airline PCs and mobile devices to exploit all of Airbus’ troubleshooting wis- dom to find root causes of defects. “They will have an app that makes that simple, that hides the complexity,” Gourdon sum- marizes. AIRMAN Expert modules will be available in late 2015 on A330 and A380 widebodies and early in 2016 on A320s and A350s, Airbus says. AiRTHM’s trend monitoring capabilities will be given directly to users in a second new AIRMAN application, Prognostics and Risk Management. This will give airlines the benefit of AiRTHM techniques in identifying possible failures early. One example is a release valve in the bleed-air system, the system that takes air from engine compressors to maintain pressure in air-conditioning, anti-ice, hydraulic and many other systems. Airbus has found that if this valve starts to close more slowly, this can foreshadow future failure. By spotting slow closure early, an air- Top: Frankfurt Consulting line can either replace the valve promptly Engineers’s Dashboard for predictive or reassign the aircraft to another route that potential problems. maintenance for bleed-air and air-conditioning systems shows requires less work from the bleed-air sys- The statisticians at Frankfurt Consult- location of all aircraft on a map, tem. Airbus is testing Prognostics and Risk ing Engineers in Germany, a company that and tracks their arrival airports Management with two carriers and will re- specializes in algorithms and probability and whether the systems are healthy, indicated by green, or lease it in late 2015 for A330s and 380s and theory, have been using their Anomaly De- headed for potential failure, in red. next year for other models. tection Software since 2004, mostly in the Bottom: The left column on the Apart from allowing airlines to exploit power and rail industries. Four years ago, screen shows hydraulic pressures, electrical measures and other indi- AIRMAN capabilities and AiRTHM exper- they got a call from Finnair Technical Ser- cators for the air-conditioning and tise in-house, Airbus also wants to make its vices, the maintenance arm of Finnair, bleed systems. The right column predictive capabilities more powerful. It is which was having problems with its bleed- shows the air-conditioning system’s air mass flow from left en- working with easyJet and formed a partner- air and air-conditioning systems. gine (top) and its deviation from ship with IBM in 2013 to bring a global IT Anomaly detection is pure math, or at normal operation (bottom). leader into this effort. “We want to use the least starts that way. Frankfurt takes the history of interruptions, maintenance sys- historical data from a system’s sensors and tem records, real configurations and all pos- builds an empirical model of how the sys- sible data related to failures to develop bet- tem behaves when it is healthy. This is an ter predictive models,” Gourdon explains. abstract model, composed entirely of equations. The equations forecast how the EXPLOITING STATISTICS healthy system should evolve over time and Most predictive techniques start out as Frankfurt staff compares this forecast with physical models based on how aircraft actual sensor data. components are supposed to work accord- The software can often spot potential ing to the engineers who designed the problems early. When double-checked components. But as experience is gained against data on actual failures, it becomes and sensor data accumulates, a statistical even more accurate. Frankfurt considers it a or big data approach can be applied to supplement to AIRMAN, AiRTHM and provide a much richer understanding of other manufacturer-based predictive tools.

AEROSPACE AMERICA/JULY-AUGUST 2015 29 “Our airline customers told us there could be a problem in a component, but predict the specific failure mode and not to tie their hands on how forecast its most likely timing in flight hours. For these purposes they will be they use the data...” combining their sensor data and statistical models with databases compiled by engi- Todd Young, Bombardier neers and maintenance technicians.

EXTENDING BENEFITS Predictive maintenance has extended well beyond Airbus. Bombardier’s Aircraft Health Management System on its new C The approach is now being used as well by Series regional jets, now in test flights, Zurich-based SR Technics, a maintenance tracks, monitors and records 5,000 param- firm with eight logistics centers in Europe, eters from major systems. These include Asia, the Middle East, Australia, with sta- avionics, flight controls, fly-by-wire, land- tions at 16 airports. The software has been ing gear, braking, environmental control, expanded to systems “in every corner of the thrust reversers, engines, electrical sys- aircraft,” says to Sebastian Feller, project tems and auxiliary power units. leader for condition monitoring at Frankfurt. The Bombardier software can trigger Temperatures, air flows and pressures automatic alerts on defects, transmitted to at different points are the major parame- the ground via ACARS, to initiate mainte- ters monitored in the bleed and air-condi- nance. It can also store data on up to 100 tioning pipes. For brakes and wheels, data flights. But the system will usually down- is sought on temperatures, actuation pres- load each flight’s data on landing. sures and speed. For auxiliary power Bombardier also offers a service in units, Anomaly Detection works with air which Pratt & Whitney collects and pro- flows, pressures and temperatures. For hy- cesses this downloaded data and Bombar- draulics and landing gear, pressure is dier uses it to provide prognostics to the among the critical parameters necessary to airline. Or an airline can arrange for down- detect a gradual wearing out. load, processing and interpretation itself. Frankfurt is even attempting to obtain “Our airline customers told us not to tie early warnings for the electronic systems their hands on how they use the data,” ex- that, on airplanes as in homes, usually fail plains Bombardier’s Todd Young, vice pres- suddenly without warning. Feller says air- ident for customer service. craft electronics often have hidden redun- Predictive maintenance may become dancies. By spotting the unnoticed failures even more widespread, if UTC Aerospace of these redundancies, engineers can spot Systems has its way. The company’s Sen- a component that is much more vulnera- sors & Integrated Systems unit has devel- ble to imminent failure. oped what it calls Health and Usage Moni- Frankfurt’s anomaly detection currently toring Systems or HUMS for a wide range works on the ground with sensor data of helicopters flown by the military and the downloaded after each flight. That is fine oil and gas industry. It is now seeking to for problems that take days or weeks to de- apply HUMS to fixed-wing aircraft. velop. But some failures happen faster. HUMS Program Manager Kevin Hawko So SR Technics and Frankfurt are now says the system has helped reduce mainte- testing another approach. A subset of de- nance man-hours, unplanned maintenance tection algorithms is being installed on a and mission aborts by double-digit per- customer’s A320. If the software detects an centages in military rotorcraft. It could be immediate problem, a notice and 10 sec- applied to large or smaller commercial air- onds of relevant sensor data will be sent to craft or business aircraft. HUMS is best the ground via ACARS for more complete suited to help maintain auxiliary power analysis by all the detection equations. units, fans, power generation and distribu- The Frankfurt statisticians are also try- tion systems and landing gear. It uses algo- ing to improve their algorithms. They want rithms to diagnose vibrations and other to tell maintenance managers not only that performance parameters, estimating the

30 AEROSPACE AMERICA/JULY-AUGUST 2015 Troubleshooting: Staff at Bombardier’s customer response center in Mirabel, Quebec, tap its Aircraft Health Management System for data to solve customer problems.

Bombardier

remaining useful life of aircraft systems over, an airline does not need to download and components. all the 500 gigabytes a Boeing 787 gener- Hawko says HUMS could supplement ates in one flight. predictive systems already installed on big Fixed cost for communication equip- jets or give less sophisticated aircraft a ment can be spread over several systems, for powerful new capability. He urges opera- maintenance, aircraft management and pas- tors to identify the unplanned maintenance senger entertainment. This raises the secu- events that cost the most in diversions, de- rity flag: However operating data is trans- lays and cancellations. Then UTAS can tai- mitted and received, it must be done at a lor HUMS to reduce these losses. very secure level, unlike less-critical passenger data. Representatives from the airlines, BETTER DOWNLINKS satellite and IT firms are working on this The narrow ACARS communications pipe- challenge as a group called the SC-216 Aero- line between aircraft and the ground has nautical Communications Security Panel, or- so far limited the depth of real-time moni- ganized by the not-for-profit RTCA associa- toring, but faster communications are now tion, founded in 1935 as the Radio Technical in view. Satellite communication is making Commission for Aeronautics. possible broadband Internet-protocol links Meanwhile, satellite firms are prepar- that are much more efficient than ACARS ing for better communication. By the end when lots of data is needed. These links of the year, London-based Inmarsat are already being used for some passenger expects its new Global Xpress geosyn- amenities like email and web-surfing. chronous satellite network to handle 50 Older aircraft do not collect sufficient data megabits per second for users around the to justify rapid downloads via broadband world. The GX network is primarily de- links, but these aircraft are gradually be- signed to handle passenger communica- ing replaced in fleets. tion. But by 2016, Inmarsat expects to of- There are hurdles to adoption. It is differ a slower service, SB Safety, for ficult to obtain licenses for data downloads safety-related transmissions such as data over some countries, but negotiations are for predictive maintenance. addressing that problem. Then there are Boeing, which has long been eager for costs, both variable costs for downloading better inflight connections for its health mon- data and fixed costs for installing commu- itoring systems, is equipping 777s, 747-8s and nication equipment. Transmission cost is 787s to download over more efficient satel- high now, but this cost is declining. More- lite networks.

AEROSPACE AMERICA/JULY-AUGUST 2015 31 Airbus A320 AIRBUSvs.

BOEING Boeing 787 Dreamliner

32 AEROSPACE AMERICA/JULY-AUGUST 2015 Airbus and Boeing VIEWPOINT each use automation by CLINT R. BALOG to make flying safer [email protected] and easier. But the world’s two dominant manufacturers of large passenger jets have very different philosophies about how computers and THERE IS NO DOUBT that automation mation to aid the pilot in his or her deci- pilots should interact. has advanced aviation safety by leaps and sion making. Automation, according to Clint R. “Clutch” bounds. It remains, however, a dou- Boeing, is “to assist, but not replace, the ble-edged sword, bringing with it such flight crew member responsible for safe Balog, a professor problems as degradation of basic flying operation of the airplane.” of aeronautics, skills, loss of situational awareness, and an In short, Boeing guides the pilot; Air- ventures an opinion increase in pilot complacency and automa- bus limits the pilot. about which tion dependency. Answering the question of which phi- Boeing and Airbus each embrace auto- losophy is better can be as complex as the approach is best. mation, but their philosophies differ regard- software code that drives the industry’s Whose automation philosophy is best?

ing how best to apply it. Both companies state-of-the-art automation. But in my view, say their designs give ultimate control of the Boeing has developed the better approach. aircraft to the pilots. Yet fundamentally, Air- As a cognitive research psychologist and bus’ philosophy is automation-centric while chair of the Master of Science in Human Boeing’s is human-centric. Airbus focuses Factors program at Embry-Riddle — World- more on avoiding pilot error than on taking wide, I conduct research on human cogni- advantage of human capabilities. It does so tion, performance and error. This involves from the outside in by allowing automation extensive interviews with pilots regarding to at times override the pilot and his or her how they function in highly automated decision making. This can be seen in Air- cockpits, particularly during in-flight emer- bus’ publicly available philosophy state- gencies. And as a former engineering test ment, which says that “all aircraft have pilot and a contract corporate pilot, I still physical limits that they must not exceed” fly some highly automated aircraft. and that such flight-envelope limits “are not But first, let me note some basic opera- to be exceeded during normal operations.” tional similarities between Airbus’ and Boe- Boeing, in contrast, focuses more on ing’s automation implementation. Pilots taking advantage of human performance aboard both aircraft can generally disen- — or the pilots’ collective physiological and gage the autopilot and autothrottles simply psychological performance capabilities — by using disconnect buttons. This gives rather than avoiding human error. Boeing manual control of the flight controls and does so from the inside out by using autothrottles back to the pilot. But the pilot of a

Copyright 2015 by the American Institute of Aeronautics and Astronautics AEROSPACE AMERICA/JULY-AUGUST 2015 33 and autothrottles, the FCCs in either Boe- ing or Airbus aircraft cannot be disconnected by a pilot in a normal operational manner. This means in the Airbus design some flight envelope limitations are al-

Airbus ways present, even during abnormal or The Airbus A320 is equipped with a glass cockpit and digital fly-by-wire flight emergency operations. controls. Two pilots use side sticks that move independently of each other, Airbus’s philosophy appears to be that with the inputs relayed only to the flight control computers. automation generally knows better than the pilot and should, under most circumstances, have the final decision authority. Boeing takes the view that the pilot is best able to evaluate individual, and possibly Boeing aircraft can also disengage the auto- unique, operational circumstances and pilot by applying sufficient force to the cen- should make the ultimate decision. While ter control yoke. This can be an advantage Airbus’ design protects the aircraft from in- — in the event of a sudden traffic conflict advertent pilot error during normal flight, avoidance maneuver, for instance. Yet in an Boeing’s more directly addresses abnormal Airbus aircraft, a push on the side stick and emergency operations, in the belief controller, no matter the force or rate, will that under some circumstances it is better not disconnect the autopilot. to allow the pilot to “bend” the aircraft than The autopilot is only a portion of the au- to potentially increase the risk of a crash. tomation story. It is in the flight control com- Another difference between the two puters that the philosophical difference be- aircraft is in the flight control systems. In tween the two manufacturers is most the Airbus design, one pilot does not see noticeable operationally. Both manufacturers the other pilot’s sidestick inputs reflected in provide flight envelope protection by way of movement of his or her own sidestick; in- software-defined limitations in the FCCs. The stead, the sidesticks move independently of difference between the two, though, is that each other. By contrast, when one pilot of a Airbus defines hard flight envelope limits, Boeing aircraft moves his or her yoke, the beyond which the pilot cannot go regardless movement is mirrored by the other yoke. of circumstance. Only some pitch and roll Airbus’s lack of cross-cockpit feedback limitations, but not load-factor limitations, are from one pilot to the other was a contribut- shed during a dual FCC failure in “alternate ing factor in the 2009 crash of Air France law” mode. More, but still not all, limitations flight 447 into the Atlantic Ocean, according to official findings by French investigators. Also in the Airbus design, “Boeing flight decks are designed to provide autopilot inputs go unseen by the pilots because the sidesticks automation to assist, but not replace, do not move in response to the autopilot commands. Similarly, the flight crew member responsible for autothrottle inputs do not move the throttle levers, designs that safe operation of the airplane.” collectively contribute to lack of automation transparency. In — Boeing Boeing’s fly-by-wire design, autopilot and autothrottle inputs are shed if all three FCCs fail, termed “direct are also seen in yoke and throttle lever law” mode. movements. Also, the Boeing design adds By contrast, Boeing sets soft limits artificial forces and electromechanical sys- that pilots can go beyond if they deem it tems to retain the traditional “feel,” or necessary. This would typically occur aerodynamic feedback, of flying the air- during abnormal and emergency opera- plane, something Airbus lacks. All this tions, but it is available during normal op- provides the Boeing pilot with a more in- erations as well. And unlike the autopilots tuitive insight into what the aircraft is do-

34 AEROSPACE AMERICA/JULY-AUGUST 2015 ing, improving automation transparency and situational awareness. More complex automation systems, such as Airbus’, can lead to degradation of human performance. Automation complexity requires more analytically demanding decision making by pilots, which in turn Boeing increases cognitive workloads. Automation Pilots in a Boeing cockpit, such as in the 787 Dreamliner, move a yoke to command the aircraft. Those movements are mirrored in the other yoke, which provides cross complexity also results in increased lack of feedback between the pilots. automation transparency, which is more likely to lead to automation confusion. This, in turn, increases the potential for eroding both the pilot’s situational awareness and basic flying skills — setting Both Airbus and Boeing build excel- off a counterproductive spiral of automa- lent, state-of-the-art aircraft, as can be mea- tion dependency and its consequences. A sured, in part, by their relatively equal op- 2013 FAA report acknowledged this risk erational and business successes. And when it cautioned that pilots “sometimes truthfully, neither company’s philosophy is rely too much on automation and may be reluctant to intervene” because of a lack of understanding of “All aircraft have physical limits that the automation. All of these concerns are exac- they must not exceed... These limits erbated when automation fails. The Air France crash report made clear define the flight envelope, not to be that the pilots were confused by the automation and cognitively over- exceeded during normal operation.” loaded. In that accident, the A330’s autopilot disconnected after ice —Airbus crystals blocked speed sensors called Pitot tubes. In the minutes that fol- completely right or wrong all of the time, lowed, according to the accident report, the under all operational circumstances. Both pilots’ failure to understand the situation have strengths and weaknesses. What mat- and the “de-structuring of crew coopera- ters most going forward in this debate is tion fed on each other until the total loss of that the manufacturers continue to update cognitive control of the situation.” their designs and philosophies as research It’s true that the pilots’ lack of under- and operational experience continue to standing of the automation was, partly, to better inform how humans and machines blame for this accident, but it is also true work most harmoniously. And while the that the automation complexity and lack of two will likely never share a common auto- transparency shared blame for the pilot’s mation philosophy, if both do this in an lack of understanding. Thus, Boeing’s phi- open-minded manner, their philosophies losophy of automation simplicity is a dis- may just move a bit closer together. It is this tinct advantage. quest for improvement that defines the con- While computers may be gaining on the tinuing operational frontier in aviation human brain, it remains the most capable, cockpit automation. flexible and adaptable complex processor in the world. I’ve seen through my research QQQ what a properly trained pilot is capable of Clint R. “Clutch” Balog, Ph.D., is when challenged by the unexpected and assistant professor in the College of properly supported by automation. Aeronautics at Embry-Riddle Aero- As a human factors professional, my nautical University — Worldwide, purpose is to support pilots and to promote which includes the university’s online and safe and efficient flight operations. In my global regional campuses, and chair of its view, Boeing’s automation philosophy best Master of Science in Human Factors de- accomplishes that goal. gree program.

AEROSPACE AMERICA/JULY-AUGUST 2015 35 All-seeing

Before aircraft can fly without pilots at the controls, they’ll need to be equipped with sensors and computers capable of performing like the world’s most sophisticated information processing system — the human eyes and brain. Keith Button shows how close, and not so close, researchers are to replicating that.

quipping an aircraft with imaging sys- sensors to “see” around the aircraft as well tem to “see” is akin to handing over as developing software to interpret what to car keys to teenagers: You can’t quite do with that data. Etrust them to notice everything on the Autonomous systems can already pilot road or anticipate every looming hazard. a fixed-wing aircraft at altitude under be- If a pilotless helicopter, for instance, is nign conditions, away from obstacles. Dig- choosing a landing site on its own, it ital flight-control systems — using sensors, needs to know that what it at first may though not imaging — can stabilize an un- sense to be a smooth, level, wide field stable aircraft by calculating and executing ideal for touching down is actually a lake, flight control changes at 30 times or more or a canopy of tree tops. per second, far more precisely than a hu- The dual challenge for researchers man pilot could ever accomplish with stick working on autonomous flight systems — in movements. which the pilot is either not on board or Researchers are close to mastering the By Keith Button not operating the aircraft or simply getting imaging-systems piece of autonomous [email protected] help with flying — is finding the right mix of flight, says Michael Francis, chief of ad-

Sikorsky

Sikorsky Autonomous Research Aircraft flew a simulated cargo mission in 2014 equipped with vanced programs at United Technologies Sikorsky in developing autonomous flight sensors to avoid obstacles as it Research Center, an arm of United Technol- systems is to create a “multi-layer world took off, flew low to the ground, ogies Corp., and an American Institute of model” with software that correlates and and identified and landed in a safe spot. Aeronautics and Astronautics fellow. The fuses all of the images and other relevant more difficult problem is how to incorpo- data. In other words, according to Igor rate the imaging-sensor data into deci- Cherepinsky, Sikorsky’s chief engineer of sion-making algorithms. the autonomy program, “we try to emulate “It’s not the vision piece; it’s not the what the human brain does.” sensing piece itself that is the challenge to- “Most humans, if they were to drive or day,” Francis says. “And I’m not saying we walk, if you close your eyes, you obviously can’t get better at vision; I think we can. don’t immediately fall over or run into a But the way that the system makes sense wall in the car, because you have a mental of that image at a given point in time — it’s picture of what’s around you,” he says. that stage and beyond, to me, that is the “Your brain is tracking other vehicles challenge.” around you, it’s tracking your own path, The strategy for helicopter maker and doing some predictive work to say:

AEROSPACE AMERICA/JULY-AUGUST 2015 37 ‘Hey, I know there was a car behind me, month or two with a kit that could be put the car was trying to pass me.’” in different types of helicopters. For computers, the most-difficult-to- The algorithms and sensors required mimic ability of the human brain will be for autonomous flight with fixed-wing and reacting and responding quickly to the un- rotary-wing aircraft are very similar. known — contingencies that programmers “At the control system level, there’s a didn’t plan for. Ultimately, researchers say, difference. Once you get past the control autonomous flight systems may always in- system, once you can control the vehicle, clude a human connected to oversee and it’s pretty much identical,” Cherepinsky says. make judgments when complex, unfore- The base sensor in Sikorsky’s model is seen circumstances arise. LIDAR, which is like a laser range finder, Sikorsky tests its autonomous flight sys- but one that creates thousands or millions tems on an S-76B helicopter, called SARA, of readings at a time, with each reading for Sikorsky Autonomy Research Aircraft. creating a point in space, and each of those The SARA program began in 2013, when points with three-dimensional coordinates. Sikorsky installed a fly-by-wire kit on the Sikorsky augments LIDAR, which pro- helicopter. Last year, Sikorsky tested simu- vides range information but nothing about lated cargo missions where onboard com- the color of objects, with various visual puters used LIDAR (light detection and sensors and radar. An RGB (red, green, ranging) sensors and other sensors in a blue) camera can provide the color infor- perception system to avoid obstacles as the mation, and shortwave infrared cameras, SARA aircraft took off, flew low within 300 radars and other sensors can augment the feet of the ground, picked suitable landing picture further, Cherepinsky says. spots and set down. Usually, with a fixed-wing aircraft, the This year, Sikorsky is focused on flying destination is known — such as an airport lower and faster, and avoiding obstacles runway for a passenger jet. LIDAR can de- like towers and buildings. The aircraft flies tect the painted markings on the runway its test flights in upstate New York, based pretty easily, based on the reflective differ- out of Duchess County Airport. ence of painted versus unpainted surfaces. Sikorsky is working for DARPA on the But rotary-wing aircraft must be able to fly agency’s Aircrew Labor In-Cockpit Automa- to unprepared or confined landing sites — tion System, named ALIAS, for a wide variety such as a field that hasn’t been used for of aircraft. The goal of ALIAS is to develop landings previously, or hasn’t been se- automated systems that can be installed in lected for a landing before the flight. That’s existing aircraft to reduce pilot workload, where color can become an important fac- and improve performance and safety. tor to consider, to distinguish for instance It’s not the vision piece; it’s not the sensing piece itself that is the challenge today. The way that the system makes sense of that image at a given point in time — it’s that stage and beyond, to me, that is the challenge.

Michael Francis United Technologies Research Center

The ALIAS program is focused on sys- between types of vegetation and water, for tems that could replace the second pilot in example. LIDAR will sometimes miss the two-pilot cockpits, with an initial focus on presence of liquid water entirely. fixed-wing aircraft, said Mary Cummings, “If LIDAR just gives you ‘The site is an associate professor at Duke University flat,’ that doesn’t necessarily mean much,” who is working on the DARPA program. Cherepinsky says. “You’ve got to make Sikorsky will initially be demonstrating sure it can support your weight. You have the human-machine interface of SARA, us- to make sure you’re not just scanning the ing its hardware with ALIAS software, and top of a tree canopy. There’s a whole testing it on flights coming up in the next bunch of other caveats that are difficult to

38 AEROSPACE AMERICA/JULY-AUGUST 2015 Sikorsky Sikorsky has worked with the U.S. Army on modifying Black Hawk distinguish with just a pure LIDAR. So The see-and-avoid issue with other air- helicopters for autonomous flight. that’s where both visual and shortwave in- craft in flight — especially when Automatic Sikorsky is also working for DARPA to develop automated systems that frared really helps.” Dependent Surveillance-Broadcast tran- could replace the second pilot in a In the case of a mushy landing surface, sponders on other aircraft aren’t working — wide variety of aircraft. shortwave infrared and visual cameras can is also a difficult hurdle for developers of help identify whether it is solid enough for a autonomous flight systems. landing. What’s more, as a last defense, the Perception-based see-and-avoid sys- helicopter can physically sense if a surface tems use the same package of sensors that begins to give way too much as the aircraft scan the ground for landing sites to scan touches down and aborts the landing. the sky. “The key here is that we really The world model also tries to mimic don’t want to add a particular sensor for how the human brain classifies and knows one particular task, because the cost and what the sensors are seeing. weight of the system quickly becomes out “When you look at an object, in your of [range] of what a normal customer can brain, you don’t really store thousands of afford,” Cherepinsky says. facets or angles or the mesh that makes up Programmers for the SARA system the object. You look at the object and say, ‘I write algorithms that incorporate two know what that is. That’s a building.’ Or, ‘I things: the world model, or outside world know what that is. That’s a bush.’” Cherepin- picture, and the mission’s goals and con- sky says. “That’s what our world model is straints. A cargo mission for example has trying to do.” parameters for the cargo’s current location The task is difficult. Before the soft- and where it’s going, and where it has to ware that classifies an object can recognize avoid no-fly zones. It also has to consider that object, the program stores the raw data the constraints of the helicopter, including about the object so the planning system of how much power is available. the aircraft can avoid or not avoid it, based Software called the mission executor — on the mission parameters. But the goal of with the help of planning systems, includ- the world model is to classify everything in ing flight path planning and communica- the scene, whether it is a building, a bush tion planning — is planning and replanning or a flat spot that fits all of the characteris- the mission, in real time, incorporating all tics required of a landing zone. of the information and the changing world

AEROSPACE AMERICA/JULY-AUGUST 2015 39 Autonomous flight systems can use light detection and ranging, LIDAR, to produce thousands of three-dimensional data points depicting the surrounding environment. A NOAA survey aircraft scanned the Bixby Bridge in Big Sur, California. NOAA

model as objects and new conditions ap- planner also reads information from air- pear and change. craft’s performance dynamics, so it knows The question of how many, and which, how to fly the aircraft, and the general sensors to use is common for all developers flight plan for the mission. of autonomous pilot systems, whether they So far, the only limitations have been are for aircraft or for self-driving cars, in creating the right algorithms, Snell says. Cherepinsky says. “It’s the code. We haven’t found that “Too many sensors will drive up the we’ve run out of computing power yet.” cost of a system, but a single-sensor sys- In February and March 2014 testing at tem is inadequate,” he says. “This really is Quantico, Virginia, the AACUS computer about sensor fusion, and understanding program demonstrated on two helicopters the limits of sensor fusion, and making that it could land the aircraft in an unpre- sure that the autonomous system — the pared landing zone, while under supervi- path planning system and mission plan- sion of Marines who had received only ning system — have those limits embedded about 15 minutes of training on a tablet in them, and are planning and executing computer application. The computer pro- missions accordingly.” gram was given control of the helicopters The Office of Naval Research’s Autono- mid-flight, then selected the best choice on mous Aerial Cargo/Utility System (AACUS) potential landing spots, “saw” and avoided program for helicopters is also based on LI- large obstacles on the ground. DAR augmented by other sensors. The Na- AACUS restarted integrated flight tests vy’s program is a response to a request by in May 2015 in Pittsburgh on a Bell 206 the Marines to find a safer way of trans- JetRanger. Instead of servos — small motor- porting supplies by developing an un- ized, geared mechanisms — controlling the manned piloting kit that could be installed pilot’s controls, the AACUS system pro- on any helicopter. duces steering commands for a human pi- The AACUS perception system consists lot to follow and physically move the air- of the scanning LIDAR, three electro-opti- craft’s controls. cal infrared cameras, a laser altimeter, an “We’re refining the ability to see power integrated GPS-Inertial Navigation System, lines. One of the big problems with power and a software package for real-time pro- lines depends on the angle of incidence cessing of all the sensor data, so the pro- that your approach angle is,” Snell says. gram can detect obstacles and characterize Running parallel to power lines versus the landing zone, says Max Snell, AACUS coming in at a perpendicular angle makes a program manager. big difference with how the sensors detect A perception system provides a them and how that data is processed. three-dimensional map to the trajectory AACUS programmers are also building planner, which tells the helicopter what tables to classify terrain into landable and un- route to fly in continuously updated sec- landable surfaces. They are developing better tions of a route, based on changing condi- obstacle detection on the ground and in the tions or obstacles, Snell says. The trajectory air, as well as identifying objects such as

40 AEROSPACE AMERICA/JULY-AUGUST 2015 brightly colored fabric marker panels that Ma- To progress, Snell says, AACUS pro- rines will use to mark a landing area, or grammers are improving the algorithms smoke — used to designate landing zones and that process the information picked up to indicate wind direction. The team is also from sensors about the objects. working on how to operate in areas where Sikorsky uses high-performance com- GPS is blocked or otherwise unavailable. puters on board SARA, and upgrades them AACUS hopes to finalize a contract that several times per year to take advantage of would have Aurora Flight Sciences modify the advances in computing power that pe- a Bell UH-1H helicopter into an optionally riodically come on line. The smartphone piloted aircraft, along with installing an AA- industry, for example, is pushing out com- CUS system in the helicopter, in 12 to 15 puting advances with greater throughput months. The goal is to demonstrate porta- and less power usage. “We are fortunate bility to a different aircraft. that we are living in an age where we Now, the AACUS managers are focus- have a choice of computing platforms, and ing on avoiding smaller and more compli- we take advantage of all of them.” cated objects, such as power lines or bas- Multi-core processing — the ability to ketball-sized objects on the ground that pack multiple CPU cores on one chip and could impede a helicopter’s skid or wheel, to run them in parallel — and reductions in and landing in tighter zones with more the power needed to operate high-speed constraints. Trickier landing spots could re- computers have enabled the advancements quire the helicopter to fly over, before at- in autonomous flight, Cherepinsky says — tempting a landing, to make sure the having the ability of having a small super- ground is safe, or to land from a hover in- computer in the back of a helicopter that stead of a running landing using a flatter doesn’t cost a lot, or weigh a lot, or con- angle of approach. sume much power.

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AEROSPACE AMERICA/JULY-AUGUST 2015 41 3-D manufacturingÕs Holy Grail

TRUSTAdditively made parts are being incorporated into rockets and spacecraft, but engineers are cautious about using the technique for such vital applications as the propellant tanks on spacecraft that must carry people or expensive communications and scientific equipment. Henry Kenyon interviewed experts at two companies that have different manufacturing approaches but a common goal: To convince customers to trust additively made components. NASA

hen a NASA Orion thing from small parts, such as antenna capsule lifts off in brackets to propellant tanks rockets and 2018 for the program’s satellites, have been made by technicians second unmanned who machine away material from solid test flight, the event blocks of metal, using a variety of preci- won’t just mark the sion machine grinders. Making parts addi- space agency’s return tively promises savings over traditional to human space flight machining because fewer individual parts after the retirement of the space shuttles. It are needed to make a component, which willW signal the beginning of a new way to saves weight and material and reduces the build spacecraft. Fifteen percent of the number of potential failure points. components in the capsule will be made For now, the 40 additively manufac- through additive manufacturing — metal tured parts in Orion will be limited to and polymer structures and components non-mission critical components such as constructed precisely, layer by layer from vents designed to equalize the pressure be- by Henry Kenyon laser- or electron-beam welded powders, hind the capsule’s thermal protection sys- [email protected] plastics and metals. Traditionally, every- tem with the pressure in the rest of the cap-

At NASA Glenn Research Center’s Rocket Combustion Laboratory in Cleveland, the agency tests sule. These parts were flown on the BIG METAL, SMALL METAL a rocket engine with an additively December 2014 unmanned Orion test flight Additive manufacturing is so new that leading manufactured gas injector assembly made by Aerojet Rocketdyne. and eventually will be a part of manned manufacturers of rockets and satellites are still missions, NASA says. Bigger savings will figuring out the best techniques to make extend beyond Orion to the rocket it will metal structures capable of withstanding the ride on, NASA’s Space Launch System, as rigors of launch and the harsh vacuum envi- the agency plans to make titanium propul- ronment of space. Such is the case with Aero- sion tanks and entire rocket engines with jet Rocketdyne and Lockheed Martin. additive manufacturing technology. Both companies rely on a pow- The Orion plan reflects an indus- der-based process to build smaller compo- try-wide trend of cautiously incorporating nents. A robotic arm lays down layers of such parts into spacecraft and rockets, the metal powder that are fused into shape by ultimate goal being to convince customers a laser, and the arm then deposits another that they can trust additive manufacturing layer of powder to be fused. But their tech- with the lives of astronauts and the fate of niques diverge when it comes to making multibillion-dollar communication satel- large components. Aerojet Rocketdyne uses lites and space probes. a scaled-up version of the powder-based

AEROSPACE AMERICA/JULY-AUGUST 2015 43 method to manufacture rocket engines, fabrication device, Gardner explains. The while Lockheed Martin builds big parts like working chamber also contains a table that propellant tanks from large strands of tita- can tilt and move side to side, permitting nium wire welded into shape with a the arm to build complex shapes. high-energy beam. When the electron gun fuses the tita- Slade Gardner, a Lockheed Martin fel- nium wire, it creates a bead of metal. As low focusing on advanced manufacturing layers of wire are put down, the resulting and materials, refers to the powder bed surface is rough and much thicker than the method as “small metal,” because it typi- target width of what will be a lightweight cally is used to make such parts as mount- structure. A second robotic arm trims away ing brackets for communications antennas. the excess metal and machines the walls He calls the alternative wire-fusing process down to their proper thickness. “big metal,” and his company hopes to “Inherently it’s still a welding process. someday make tanks that way for Orion If you imagine the way that really beauti- and other spacecraft. ful weld beads look, they have some flow Aerojet Rocketdyne, by contrast, likes to them. We cannot achieve smooth wall the powder-based system even for large surfaces using this deposition process,” items, such as nozzles, fuel injectors and ul- Gardner says. timately entire engines. To build a propellant tank, a satellite or rocket, the Sciaky wire-deposition gear builds two domes and a central “barrel” section. A grinder mounted on a robotic arm then machines the three parts to remove excess material and to achieve the desired thickness of .02 to .04 inch before they are welded together. So far, Lockheed Martin has built a 16- inch diameter prototype propellant tank,

Lockheed Martin as well as parts for a The Sciaky electron beam additive manufacturing machine is the largest 3-D printer in use at Lockheed Martin Space Systems in Denver. 33-inch diameter tank. The prototype tanks are built to the Despite the differences, the companies requirements of the company’s A2100 com- have similar construction setups, with clus- munications satellite frames. It takes about ters of computer-controlled additive manu- 15 hours to get a tank to its basic shape, facturing machines working in concert to with each dome and barrel requiring make parts. At Lockheed Martin, the big roughly three hours to construct. The entire metal construction gear consists of a large process from construction to machining, vacuum chamber containing a robotic arm welding, and final testing takes roughly a from Chicago-based Sciaky, Inc. It has an month, Gardner says. This is a great im- attached feeder containing a 100-pound provement over the traditional method of spool of titanium wire and an electron gun. making a tank, which required forging a A vacuum is necessary for the electron gun mushroom-shaped dome of titanium and to fuse the wire into shape. The arm moves machining it down to size. The forging pro- along ceiling-mounted slides that allow it to cess requires a lengthy lead time, up to 12 move back and forth, left to right in what months and tank sizes are limited to less resembles a very large version of a desktop than 50 inches in diameter due to the cost

44 AEROSPACE AMERICA/JULY-AUGUST 2015 and expense of making the dies and presses. Plus, with additive manufacturing, engineers can change a product by adjust- ing the digital blueprint that the robotic equipment follows, rather than having to make new dies and presses. Additive manufacturing eliminates the long wait times and the size limitations for making titanium propellant tanks, because it’s easier to adjust robotic arms in the chamber than to adjust conventional tools to make a new component. “You can build a bigger vacuum chamber for a lot less money than building a bigger forging press,” Gardner says. Aerojet Rocketdyne’s powder-bed deposition process chamber resembles a large sandbox, but the sand is a specific mix of metal powders that are fused with a laser into the desired shape, explains Jay Lockheed Martin Littles, director of advanced launch programs at Aerojet Rocketdyne in Huntsville, A Sciaky 3-D manufacturing machine, located at the Lockheed Martin Space Systems plant in Denver, makes a propellant tank for a satellite. The machine unspools titanium wire, which is then Alabama. Depending on the component, welded into shape with an electron beam. the powder can be titanium or nickel alloys such as Inconel, or copper. Construction takes place in a vacuum chamber or one Sunnyvale, California. Beyond making filled with an inert gas, using a machine more parts for spacecraft, manufacturers provided by Concept Laser Inc. of Grape- are looking at redesigning their entire in- vine, Texas, the U.S. subsidiary of the Ger- dustrial processes. Lockheed Martin has man additive equipment company. an integrated design-to-construction pro- A turning point for Aerojet Rocketdyne cess called the digital tapestry that com- came in 2014 when it test fired a subscale bines rapid software-based testing and version of its RS-88 Bantam engine on the modeling with 3-D printed prototypes and ground. Whereas the Baby Bantam gener- parts. The company is also considering in- ated 5,000 pounds of thrust, Aerojet Rock- vesting in “clusters” of additive manufac- etdyne has now additively built a turing robots to speed production with the 30,000-pound thrust, regeneratively cooled long-term goal of being able to essentially version of the Bantam. The company has print an entire spacecraft. “Our 3-D print- also manufactured a full-scale integrated ing capability is evolving,” Gardner says. injector assembly for possible use on its “We’re starting with propulsion tanks and RL10 engines. Rocketdyne has also manu- will progress onto other elements. We factured a full-scale regeneratively cooled eventually plan to include other parts and copper chamber for an 18,000-pound systems, like the structure for heat shields.” thrust liquid oxygen/liquid hydrogen up- Lockheed Martin expects to fly its first per stage engine and is preparing to additively manufactured large components, demonstrate a slightly larger additively such as propulsion tanks, within five years. manufactured engine in the 25,000 to Aerojet Rocketdyne is also restructur- 35,000 pound thrust range, Littles says. ing its design and construction processes. The company has spent the last half decade ALMOST READY FOR FLIGHT investing in 3-D construction techniques Aerojet Rocketdyne and Lockheed Martin for developing components for rocket en- are working on incorporating more addi- gines and other spacecraft parts. This pro- tively manufactured parts in current and cess is now poised to begin moving to op- upcoming satellite and rocket projects. This erational missions. “We are at the point to will be a gradual process, say Littles and really start reaping the benefits of the sig- Lockheed Martin’s Brynn Watson, vice nificant investments we’ve made over the president of engineering operations in past four or five years,” Little says.

AEROSPACE AMERICA/JULY-AUGUST 2015 45 25 Years Ago, July-August 1990 50 Years Ago, July-August 1965

July 16 Pakistan’s first satellite, July 1 For the first time, U.S. Navy General Dynamics- BADR-A, is launched by a Chinese Grumman F-111B variable-sweep wing fighter makes a Long March 2E. This is the first flight supersonic flight up to Mach 1.2 at an altitude of 30,000 of the Long March 2E, a stretched feet. During the flight, the aircraft suddenly changes the Long March 2, with upgraded angle of its wings from a straight one of 16º used for engines. BADR, which means New takeoff to a maximum sweep supersonic configuration of Moon in Urdu, is a 150-pound, 72.5º. The plane had flown for the first time on May 18, 26-side polyhedron spherical test 1965. The New York Times, July 26, 1965, p. 38M. amateur radio communications satellite. The onboard systems fail after five July 2 The TIROS-10 weather satellite is launched by a Thrust-Augmented Delta weeks but much is still learned. vehicle from the Eastern Test Range into a Sun-synchronous orbit of 517 miles Flight International, July 25-31, 1990, apogee and 458-miles perigee so it can photograph tropical hurricane-breeding p. 5. areas over 60 to 80 percent of the Earth. Washington Evening Star, July 2, 1965.

July 14 The Mariner 4 space probe approaches Mars within 5,500 miles and takes the first-ever close-up photos of the red planet, revealing clear images of craters and ridges. As the pictures are received by Madrid and Johannesburg tracking stations and relayed to Jet Propulsion Laboratory, they also are sent to the Smithsonian Institution’s National Air and Space Museum for inclusion in an exhibit on the Mariner program, which features a full-scale model of the spacecraft. Mars is now 134 million miles from Earth. The New York Times, July 15, 1965; NASA Release 65-231.

July 15 Captain Joseph H. Engel, USAF, and X-15 pilot, receives “astronaut wings” in an Air Force ceremony at the Pentagon for his flight in the hypersonic research July 25 The first commercial Atlas aircraft on June 29 in which he reached an altitude of rocket lifts off for a chemical release 280,600 feet, and therefore above 50 miles that is experiment in the ionosphere and recognized as the boundary between the Earth’s magnetosphere with the Combined atmosphere and space. During this flight he also Release and Radiation Effects Satellite. attained a maximum speed of 3,432 mph (Mach 4.94). NASA, Astronautics and Aeronautics, Department of Defense Release 458-65. 1986-90, p. 333. July 16 The Soviet Union orbits its Proton 1, called at the time a “scientific space Aug. 1 The Soviet Soyuz TM-10 is station.” This is a 26,880-pound payload using a “powerful new booster” and launched with Japanese Cosmonaut the heaviest payload ever launched to date. As a satellite launcher, later Toyohiro Akiyama among its crew. designated in the West as the SL-9, Proton 1 is a two-stage vehicle powered by It docks with the Mir space station. six RD-253 rocket engines of 368,200-pound thrust each, or 2.2 million pounds Akiyama returns to Earth on thrust. The second stage has 540,000 pounds thrust total, from four engines. December 10. NASA, Astronautics and This first payload, with cosmic ray experiments, is really a test launch and not a Aeronautics, 1986-90, pp. 333, 336. true space station and this stage of the vehicle decays in its orbit in October. Proton’s overall design is kept secret from the West until 1986. The New York Aug. 10 The Magellan spacecraft Times, July 17, 1965; David Baker, Spaceflight and Rocketry, p. 182. enters a polar orbit of Venus and begins its mission in which 90 July 17 North American Aviation’s XB-70A No. 2 Valkyrie makes its first flight percent of the planet is to be from Palmdale, California, to Edwards Air Force Base and reaches a top speed of mapped using radar, since the planet Mach 1.4 and an altitude of 40,000 feet. The plane’s wing tips are folded to the is covered by a thick cloud blanket full 65º during its flight. Aviation Daily, July 20, 1965. of carbon dioxide and other gases. Scientists want to learn especially if July 18 The Soviet Union’s Zond 3 is launched. Originally intended to be sent Venus was once like Earth and if the to Mars during October to November 1964, it is sent too late for that launch greenhouse effect takes full effect window and instead is aimed toward the Moon. Its onboard TV camera later on Earth, will it be like Venus. Flight takes more than 20 photos of the Moon’s far side plus three ultraviolet spectra of International, September 19-25, very good quality. New York Times, July 19, 1965, p. 1; David Baker, Spaceflight 1990, pp. 54-56. and Rocketry, p. 182.

46 AEROSPACE AMERICA/JULY-AUGUST 2015 July 20 The S-1B booster stage of With the advent of winter weather, the more rugged Douglas DC-3 will be NASA’s Saturn 1B launch vehicle is substituted to provide all-year-round service, pending delivery of the Lockheed static-fired for 145 seconds at the Lodestar transports, which will take over the route in 1941. Aircraft Year Book Marshall Space Flight Center, 1941, p. 136. producing 1.6 million pounds of thrust. Marshall Star, July 28, Aug. 4 The first direct transatlantic crossing of 1940 is 1965, p. 1. made by British Overseas Airways Corporation’s Short Empire four-engined flying-boat “Clare,” which inaugurates July 20 An Atlas-Able D the Ireland-Newfoundland-New York route. The Clare is booster orbits three satellites a strengthened Short C-class flying boat that can carry simultaneously, two Vela Hotel up to 48,000 pounds, compared to 40,500 pounds with (Sentry) nuclear detection the standard C class. The flight is commanded by Capt. satellites and the ORS 3-1 J.C. Kelly-Rogers, with a crew of four. Flight, August 15, (Octahedron) research satellite. 1940, pp. 132-133. The former are to monitor space for violations of the nuclear test-ban Aug. 19 The North American B-25 Mitchell medium bomber prototype treaty while ORS monitors natural completes its first flight. Named after Gen. William “Billy” Mitchell, the plane radiation in space. The New York subsequently becomes one of the most successful bombers of the war. Nearly Times, July 21, 1965, p. 43. 10,000 are built, and they see extensive wartime service on every major front. Gordon Swanborough and Peter M. Bowers, United July 30 The Pegasus 3 meteoroid States Military Aircraft Since detection satellite is launched by the 1908, p. 398. last of the Saturn 1 boosters and is designed to measure the frequency of meteoroids in the near-Earth environment, toward the design of future manned and unmanned spacecraft. An Apollo Command and Service Module boilerplate is also launched and serves as a shroud for Pegasus 3. NASA Release 65-232. 75 Years Ago, July-August 1940

Aug. 25 Édouard Michelin, the well-known founder of the French rubber tire manufacturer and staunch supporter of the French aircraft industry, dies at age 81. Over the years, Michelin built more than 2,500 military aircraft at his plant at July 8 The first pressurized cabin Clermont-Ferrand. Interavia, September 3, 1940, p. 14. airliner, the Boeing 307-B Stratoliner, goes into service with TWA. The Aug. 28 Italy’s experimental plane’s automatic cabin pressure Caproni-Campini monoplane, system maintains low-altitude pressure powered by a turbine driven by a conditions for passengers and crew piston engine, makes its first flight. while flying at altitudes of up to 20,000 Jonathan Thompson, Italian Civil feet. E.M. Emme, ed., Aeronautics and and Military Aircraft, 1930-1945, Astronautics, 1915-60, p. 40; Flight, p. 95. July 4, 1940, pp. 6, 10.

July 12 The first commercial airline 100 Years Ago, July-August 1915 link between Juneau and Seattle is started by Pan American Airways using Aug. 11 The U.S. Naval Observatory in Washington, District of Columbia, the “Alaskan Clipper,” a Sikorsky requests the Eastman Kodak Co. to develop an aerial camera capable of S-42B. This service is to be conducted operating from 3,000-6,000 foot altitudes and fitted with high-speed lens. twice weekly throughout the summer. Eugene M. Emme, ed., Aeronautics and Astronautics 1915-60, p. 4.

AEROSPACE AMERICA/JULY-AUGUST 2015 47 Career Opportunities

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48 AEROSPACE AMERICA/JULY-AUGUST 2015 AIAAAIAABulletinBulletin JULY—AUGUST 2015 AIAA Meeting Schedule B2 AIAA News B5 AIAA Courses and Training B13 Program Committee Nominations B15

On 25 March, AIAA Executive Director Sandy Magnus spoke at a Los Angeles–Las Vegas Section dinner. Dr. Magnus shared stories about her education and work, including the powerful lesson in cooperation on the ISS. She noted that it is especially important to teach the next generation that space is reachable. From left: Michael Todaro, Public Policy Co‐Chair; Rick Garcia, Membership Co‐Chair; Dr. Seth Potter, Ambassador to National Space Society/Mars Society LA/A‐MAN STEM Center; Dr. Nicola Sarzi‐Amade, Section Chair; Dr. Sandy Magnus; Dr. Lisa Kaspin‐Powell, Webmaster/Newsletter Editor; Dr. Jeff Puschell, Public Policy Co‐Chair; Weston Hanoka, Programs Co‐Chair and Technical Co‐Chair and USAF SMC Ambassador. (Photo credit: Denise Lyons)

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AIAA BULLETIN / JULY–AUGUST 2015 B3 2O16 13 –17 JUNE 2016 WASHINGTON, D.C. “The ability to network with people from all over these different technical areas in one place in one location where you’re not running all over the place has just been terrific.”

—Edgar G. Waggoner, Program Director—Integrated Aviation Systems, Aeronautics Research Mission Directorate, NASA Headquarters

AIAA AVIATION 2016 will combine the best aspects of technical conferences with insights from respected Technical Conferences aviation leaders, providing a single, integrated forum for 32nd AIAA Aerodynamic Measurement navigating the key challenges and opportunities affecting Technology and Ground Testing Conference the future direction of global aviation policy, planning, 34th AIAA Applied Aerodynamics Conference R&D, security, environmental issues, and international AIAA Atmospheric Flight Mechanics Conference markets. Twelve technical conferences in one location make this a must-attend event in 2016! 8th AIAA Atmospheric and Space Environments Conference 16th AIAA Aviation Technology, Integration, Why Washington, D.C.? and Operations Conference It’s the perfect place to combine business and AIAA Flight Testing Conference family fun. It is home to Congress, NASA 8th AIAA Flow Control Conference Headquarters, NASA Goddard, NOAA, the FAA, 46th AIAA Fluid Dynamics Conference NSSC, NRL, and the Pentagon. There are more than 100 free things to do in Washington, D.C.— 17th AIAA/ISSMO Multidisciplinary Analysis including most of the Smithsonian (with TWO and Optimization Conference air and space museums, art galleries, and the AIAA Modeling and Simulation National Zoo) and scores of famous landmarks— Technologies Conference most within walking distance of one another. 47th AIAA Plasmadynamics and Lasers Conference 46th AIAA Thermophysics Conference

15-752 SyStemS engineering and emerging technologieS ate members from three countries and more than 100 government and industry partners. Along with the other member schools and Thomas B. Irvine and David B. Williams institutions, The Ohio State University was selected as a partner in ASSURE for reasons related to geography, history, and resi- AIAA, your Institute, is moving smartly to stay relevant to you as dent expertise. Initial research areas will include detect and avoid an aerospace professional and relevant to our industry and our technology; low-altitude operations safety; control and communi- profession. As our industry evolves, we will grow by staying true cations; spectrum management; human factors; compatibility with to our core values, which are built upon technical knowledge and air traffic control operations; and training and certification of UAS expertise. AIAA has always provided a meeting place where ideas pilots and other crewmembers. Coordination among this many can be freely and openly exchanged in an intellectually challeng- partners will be key to the CoE’s success. To that end, Ohio State ing, yet collegial, atmosphere. One appealing attribute of AIAA is and the Sinclair National UAS Training and Certification Center that it brings together members from industry, government, and will be co-hosting the first Unmanned Systems Academic Summit, academia without a bias or prejudice toward any one of these focusing on UAS technological advances, research, and educa- constituencies. Having existed for over 50 years—over 80 if one tion on 24 August in Dayton, OH. includes legacy organizations—we are positioning ourselves to In the area of advanced manufacturing, techniques being used remain relevant for the next half century. Today, like never before, today are revolutionizing designs as we begin to use additive the convergence of technologies from the communications, manufacturing techniques to make parts that defied manufactur- information, and automation/robotics industries within aerospace ability by traditional “subtractive” methods. The recent example systems is changing the way in which we think about designing, of the 3D-printed ratchet and socket aboard the ISS from the building, and operating aircraft and spacecraft, and the systems in start-up company Made In Space, located in Mountain View, CA, which they operate. Advances in legacy engineering disciplines, is paving the way to printing hardware for use in space, in-space such as materials sciences and manufacturing are similarly recycling, and even possibly manufacturing from in situ materials. allowing us to reimagine how we do our jobs during any point of Lightweighting is another important trend impacting advanced the aerospace product life cycle. Many of AIAA’s members are manufacturing—especially in the aerospace and automotive involved in the design, development, and test and evaluation of industries. In 2014, a research consortium led by Columbus, engineered systems. A large percentage also are involved in OH-based EWI (the leading engineering and technology organiza- research and development, where advances being made today tion in North America dedicated to advanced materials joining and will affect how we take that knowledge and engineer useful and allied manufacturing technologies), Ohio State, and the University salable products, systems, and services in the future. AIAA’s of Michigan was chosen by the U.S. Department of Defense Institute Development Committee recently has been discussing to operate the Lightweight and Modern Metals Manufacturing and deliberating about technologies and adjacent industry sectors Innovation (LM3I) program. Dubbed LIFT (Lightweight Innovations that are affecting what we can do as aerospace professionals. for Tomorrow), the consortium provides the commercial and mili- By focusing our efforts on industry sectors such as commercial tary sectors with innovative solutions for lightweight subsystem space, cybersecurity, advanced manufacturing, unmanned aerial design, component-level manufacturing, joining, and assembly system operations and rotorcraft/runway independent air vehicle processes and quality control methods, e.g., distortion-control technology, we will provide opportunities to learn, share, and ulti- during joining and heat treatment. These lightweighting solutions mately expand our collective knowledge, uses, and novel applica- involve the development of cutting-edge predictive capabilities tions of these technologies. This is the first of several columns to and standardized certification methods to enable accurate knowl- explore these sectors and AIAA’s role in them. edge of microstructure and damage evolution and performance Within our industry today, systems thinkers and engineers are through physics-based models and advanced interrogation tools. merging and linking technologies in ways heretofore unimagina- But LIFT won’t focus on technology at the expense of talent. Its ble, and in so doing, are revolutionizing our industry. Two striking vision—to be the world leader in lightweight materials manufactur- examples where convergent technologies will revolutionize our ing—can only be realized if an educated and skilled workforce can industry and profession are the proliferation of unmanned aerial use new lightweighting technologies and processes. Its plan to systems operating in the National Air Space and the ever-expand- develop and deploy that workforce is comprehensive and spans ing capabilities and uses in the area of advanced manufacturing. both the continuum of jobs in manufacturing where the nation is Small unmanned aerial systems (sUAS) are the current media now experiencing a “skills gap,” and the continuum of education darling of the aviation industry. Entrepreneurial and corporate and training that must be available in communities and states communities, as well as government, envision using sUAS for seeking to sustain, grow, and attract manufacturing jobs. myriad applications, making some form of sUAS traffic manage- At colleges of engineering within our research universities, fac- ment a certainty. A sUAS traffic management system conceived ulty, staff, and students are being challenged to work collabora- at NASA Ames Research Center and being developed with part- tively across departmental and even institutional lines, while at the ners from the aeronautics, communications, and IT industries will same time doing discipline-specific research that is truly cutting realize the vision of ubiquitous sUAS operations for the numer- edge. It is an exciting time to be working in the aerospace profes- ous services and applications that these systems can perform. sion, regardless of your specific role and responsibilities. AIAA AIAA is a collaborator in the upcoming UAS Traffic Management intends to progress into these and other areas that represent Convention 2015 to be held 28–30 July in Mountain View, CA, challenges and opportunities for our profession. With your support during which this system will be discussed in an open forum. and participation, we can perhaps entice those in aerospace and, Within academia, the FAA has established an FAA National frankly, those from other discipline areas that are now intersecting Center of Excellence (CoE) for UAS. Led by Mississippi State with aerospace, to become active in AIAA. In this way, we can University, the Alliance for System Safety of Unmanned Aircraft all benefit as we conceive, design, build, and operate aerospace Systems through Research Excellence (ASSURE) comprises the systems, taking full advantage of new technologies and technol- world’s top UAS universities with 15 core schools and five associ- ogy convergence opportunities. thomas B. irvine serves as AIAA’s managing director of Content Development. Last year, he retired as NASA’s deputy associate administrator for Aerospace Research after a 32-year career at the agency. dr. david B. Williams is the dean of the College of Engineering at The Ohio State University. He served as aresident of University of Alabama in Huntsville from 2007 to 2011. Both are longtime members of AIAA.

AIAA BULLETIN / JULY—AUGUST 2015 B5 Call for Board of direCtors NomiNatioNs • Volunteer Board service (commitment to attend 3–4 meetings per year in person) The 2015–2016 AIAA Nominating Committee will meet in early • Need employer time and travel commitment September to review nominees and select candidates to partici- • Support Institute mission and vision pate in the Board of Directors (BoD) Election to fill the following • Provide strategic discussion and input when required vacancies by election in 2016: • Duty to protect assets and exercise fiduciary prudence • Vice President-Elect, Member Services • Serve in BoD leadership or support capacity as required • Vice President-Elect, Technical Activities • Be vigilant of the aerospace landscape and identify business opportunities for the Institute • Director–Technical, Information Systems Group • Support AIAA Executive Director and staff as appropriate • Director–Technical, Propulsion and Energy Group • Director–Region IV AIAA members may submit themselves or other members • Director–Region V qualified for the chosen position as nominees by submitting a • Director–Region VII nomination through the AIAA website (go to www.aiaa.org, log in, and select Board of Director Nomination from the left-hand • Director–At-Large navigation bar) no later than 21 august 2015. Nominations will • Director–International open 9 June 2015.

AIAA BoD Duties Highlights Bill Seymore Details to keep in mind when running for the Board of Directors: AIAA Corporate Secretary/Treasurer

MARK YOUR 2O16 CALENDARS 8–10 MARCH 2016 Kossiakoff Center at Johns Hopkins The AIAA Defense and Security Forum University Applied Physics Laboratory (AIAA DEFENSE 2016) brings together Laurel, Maryland the contractor, acquisition, and R&D communities for classified and unclassified discussions of critical technical, programmatic, and policy topics in a SECRET/U.S. ONLY unbiased, nonpartisan environment.

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B6 AIAA BULLETIN / JULY–AUGUST 2015 CelebratIoN of the suCCessful reeNtry of the OriOn Spacecraft uSing textrOn’S apOllO heatshIeld teChNology

The AIAA New England Section held a celebration at Textron Systems in Wilmington, MA, on 27 April, to celebrate the dedicated efforts of Avco and Textron employees who developed, fabricated, and tested the reentry heatshield that was used to protect astronauts returning from the moon in the 1960s and 1970s and that flew last December on the Exploration Flight Test (EFT-1) of the Orion space capsule. Three of the 61 attendees, Joseph Kowal, Jack Graham, and Bruce Belason, were retirees who were part of the initial development of the heatshield for Apollo. The event was supported significantly by Emily Springer at AIAA Headquarters and Dr. Ferdinand Grosveld, AIAA Region Avco/Textron employees who were part of the Apollo team are (from left) I Director. Joseph Kowal, Jack Graham, and Bruce Belason. Larry Price, Lockheed The guests were welcomed by Textron business managers Martin’s Orion Deputy Program Manager is on the right. James Tibaudo and Michelle Pelersi, who introduced a NASA Apollo film from the 1960s describing the Apollo program. Dr. David Padgett, the New England Section Chair, described AIAA and its section activities. Dr Annalisa Weigel, AIAA Vice President–Membership, presented certificates to the three employees who worked on Apollo and the 21 Textron employees and contractors who worked on Orion, while Bruce Belason entertained the audience with comments about working on the Apollo program. Larry Price, Lockheed Martin’s Orion Deputy project manager, described the Orion project and NASA’s future plans. He showed a video of the launch and reentry of EFT-1. Erik Takacs, Textron program manager, described Textron’s heatshield build process, which was supported by a dedicated and hardwork- ing team. Robert Knudsen, Textron’s principle thermo design engineer, described the extensive array of testing performed at NASA facilities to simulate the initial skip and final reentry conditions for lunar and deep space reentry. The presentations were Annalisa Weigel and David Padgett presenting a certificate followed by a tour of the Orion production area where a full-scale to one of the Textron employees who worked on Orion. Manufacturing Demonstration Unit (MDU) was on display.

Call for PaPers ICNPaa 2016 World Congress: Mathematical Problems in engineering, sciences and aerospace la rochelle, france, 5–8 July 2016

On behalf of the International Organizing Committee, it gives us great pleasure to invite you to the ICNPAA 2016 World Congress: 11th International Conference on Mathematical Problems in Engineering, Aerospace and Sciences, which will be held at the University of La Rochelle, France. Please visit the website, http://www.icnpaa.com, for all the details. This is an AIAA, IFIP cosponsored event.

Congratulations to the winners of the recent Aerospace Design and Structures student paper competitions! From left: Jefferson Goblet: Zimi Jenmy Zhang, University of Toronto; American Society for Composites Best Student Paper in Composites: Broderick Coburn, University of Bristol; Harry H. and Lois G. Hilton Best Student Paper in Structures: Naveen Prakash, Virginia Polytechnic Institute and State University; Lockheed Martin Best Student Paper in Structures: Andrew Lingenfelter, Air Force Institute of Technology; and Southwest Research Institute Student Paper Award in Non-Deterministic Approaches: Emily Henry, Wright State University.

AIAA BULLETIN / JULY–AUGUST 2015 B7 MeMbership AnniversAries AIAA would like to acknowledge the following members on their continuing membership with the organization.

25-Year Anniversaries Albert Sacco Jr. New England Kenneth J Preston Michigan Scott W Landry Orange County Raymond A Lewis Central Pennsylvania Robert A Vivona New England Khaled W Shahwan Michigan Hugh D MacInnes Orange County Alok Sinha Central Pennsylvania Brian L Wardle New England Lynn A Arrington Northern Ohio David V Shuter Orange County William A Daniels Connecticut John L Crassidis Niagara Frontier Barbara Esker Northern Ohio Rhonda A Slattery Orange County Jeff M Mendoza Connecticut James C Morelli Northeastern New York Richard E Kreeger Northern Ohio James D Trolinger Orange County Bruce L Morin Connecticut Venkat E Tangirala Northeastern New York Stewart J Leib Northern Ohio Roberto Albertani Pacific Northwest Mark A Stafford Connecticut Kenneth D Visser Northeastern New York Larry C Liou Northern Ohio Julie A Arndt Pacific Northwest Richard C Wilde Connecticut Michael Bojcik Northern New Jersey Vinod K Nagpal Northern Ohio Kevin P Barr Pacific Northwest Dave P Cadogan Delaware Richard B Miles Northern New Jersey Steven R Oleson Northern Ohio Philip G Cooper Pacific Northwest Richard Golaszewski Greater Philadelphia Keith B Olasin Northern New Jersey Manthena S Raju Northern Ohio William A Creel Pacific Northwest Brahmanand Panda Greater Philadelphia Charles C Chen Southern New Jersey Ashwin R Shah Northern Ohio Glen P Doggett Pacific Northwest John L Papp Greater Philadelphia Nicholas V Chilelli Southern New Jersey Peter M Struk Northern Ohio Frode Engelsen Pacific Northwest Frank T Stoner Greater Philadelphia Jeffrey D Keller Southern New Jersey Matthew T Domonkos Albuquerque Clifford K Forester Pacific Northwest Meelan M Choudhari Hampton Roads Jerry M Seitzman Atlanta Michael R Good Albuquerque James A Fort Pacific Northwest Victoria I Chung Hampton Roads Howard S Kanner Cape Canaveral Dale R Hite Albuquerque Jonathan H Gosse Pacific Northwest Richard DeLoach Hampton Roads Teresa L Kinney Cape Canaveral Jason E Pepin Albuquerque Robert C Griffiths Pacific Northwest Karl T Edquist Hampton Roads Rohit R Patel Cape Canaveral Andrew D Santangelo Albuquerque John C Helm Pacific Northwest James R Florance Hampton Roads Arthur L Scholz Cape Canaveral Marlon E Sorge Albuquerque Kevin Leath Pacific Northwest Stephen J Horan Hampton Roads Kevin A Bradley Carolina Richard E Huffman Jr Holloman/Alamogordo Charles L Norman IV Pacific Northwest Karen E Jackson Hampton Roads Brian J Kirby Carolina Christopher S Allen Houston Luis A Bohorquez Phoenix Thiagarajan Krishnamurthy Hampton Roads James I Middleton Jr. Carolina Vatsal N Bulsara Houston Kenneth R Darling Phoenix Andrew E Lovejoy Hampton Roads David F Robinson Carolina Barry W Finger Houston Armando A Rodriguez Phoenix Sudheer N Nayani Hampton Roads Randal T Allen Central Florida J. L Foster Houston Mark E Strickland Phoenix Craig L Nickol Hampton Roads Robert M Beard Central Florida Larry J Friesen Houston George E Zurmehly Phoenix Matthew N Rhode Hampton Roads Frank J Cerra Central Florida Theodore E Goetz Houston Daniel W Bursch Point Lobos Mark E Robeson Hampton Roads Jayanta S Kapat Central Florida Brian J Johnson Houston Bill R Lawver Sacramento Danesh K Tafti Hampton Roads Chester N Kennedy Central Florida Lon F Miller Houston Chiping Li Sacramento Jeffery A White Hampton Roads Lawrence S Ukeiley Central Florida Brian O`Hagan Houston Walter E Ainslie San Diego Gregory J Falabella Long Island Theodore J Wierzbanowski Central Florida Michael L Raftery Houston Phillip C Birkhahn San Diego Sung P Lin Long Island Stuart Wilkinson Central Florida Chris Y Taylor Houston Rodney E Stubbs San Diego Delano Carter Mid-Atlantic ShuhJing B Ying Central Florida John D Whitcomb Houston Matthew M Bennett San Fernando Pacific Timothy J Collins Mid-Atlantic William J Coirier Greater Huntsville George S Briggs North Texas Sean Buckley San Fernando Pacific James E Coolahan Jr Mid-Atlantic Darby G Cooper Greater Huntsville Paul W Finnegan North Texas David H Burde San Fernando Pacific Harris L Edge Mid-Atlantic William E Dietz Greater Huntsville Chaoqun Liu North Texas Atherton A Carty San Fernando Pacific Erich H Mueller Mid-Atlantic Jeffrey L Finckenor Greater Huntsville Dale E Tietz Southwest Texas Stephen C Jensen San Fernando Pacific Frederick A Tasker Mid-Atlantic James V French Greater Huntsville James D Walker Southwest Texas Knut I Oxnevad San Fernando Pacific Paul W Wells Mid-Atlantic James P Hubner Greater Huntsville Samuel W Ximenes Southwest Texas Manuel T Silvia San Fernando Pacific John P Baird National Capital Joseph A Huwaldt Greater Huntsville David K Holger Iowa Scott T Vogt San Fernando Pacific Gary T Bowman National Capital Stephen L Johnson Greater Huntsville Clayton M Jones Iowa Joe A Blanche San Francisco Thomas C Butash National Capital Mohammad J Khan Greater Huntsville Ping Lu Iowa Glen D Carl San Francisco Christopher P Cadou National Capital Michael A Lawler Greater Huntsville Paul J Bradley Rocky Mountain Richard A Coppenbarger San Francisco Robert Costa National Capital James R Meehan Greater Huntsville Wilbert F Craig, III Rocky Mountain Charbel Farhat San Francisco Samuel H Dupree Jr National Capital Lee A Miller Greater Huntsville Andrew H Grimes Rocky Mountain Melissa A Farrell San Francisco Bruce Eickhoff National Capital Masoud Rais-Rohani Greater Huntsville Barry A Hamilton Rocky Mountain Irene S Huang San Francisco Clare A Ewald National Capital Julie A Ray Greater Huntsville Mitchell K Hobish Rocky Mountain David J Levitt San Francisco Michael J Glogowski National Capital Joel W Robinson Greater Huntsville William C Jackson Rocky Mountain Stuart L McHugh San Francisco Michael P Grone National Capital Mark L Underwood Greater Huntsville Monte F Kopke Rocky Mountain Christopher J Menke San Francisco William Grossmann National Capital Peter G Valentine Greater Huntsville Stephen R Pirman Rocky Mountain Peter E Nelson San Francisco Jason E Jenkins National Capital Joseph Marc Verhage Greater Huntsville Bradford J Rice Rocky Mountain Juanita V Ryan San Francisco John D Kelley National Capital David L Williams, II Greater Huntsville Jeffrey A Schnackel Rocky Mountain Eric Tilenius San Francisco Glen T Logan National Capital David J Coote Greater New Orleans Richard F Moomaw St. Louis Ted B Wertheimer San Francisco Louis S Lome National Capital Howard J Fleisher Savannah Douglas G Schwaab St. Louis Jeffrey A Beck San Gabriel Valley Timothy D Maclay National Capital Gary M Nizzi Savannah Jerry J Sellers Rocky Mountain Jairus M Hihn San Gabriel Valley Thomas E Maultsby National Capital Mark E Ray Savannah Steve W Stivers Rocky Mountain Danny D Howard San Gabriel Valley Jason W Mitchell National Capital James M Burns Tennessee Paul M Stoltz Rocky Mountain Daniel J Levack San Gabriel Valley Gerald C Musarra National Capital Edward J Dumas Tennessee Victor W Whitehead Rocky Mountain Jon A Sims San Gabriel Valley David D Myre National Capital Christy B Gattis Tennessee Gary J Hanus Twin Cities Saravan Sutharshana San Gabriel Valley Angel J Oria National Capital Robert P Howard Tennessee Vojin R Nikolic Twin Cities Jeffery N Webster San Gabriel Valley Michael W Plesniak National Capital Ralph R Jones, III Tennessee Phillip J Andrews Wichita Scott E Coleman Utah Wade J Pulliam National Capital Ronald H Kohl Tennessee David J Bernstorf Wichita Donald R Sauvageau Utah Jeffrey A Randorf National Capital Robert W McAmis Tennessee Steven A Hawley Wichita Nicholas J Whitehead Utah David T Rusk National Capital John D Schmisseur Tennessee John A Offerman Wichita Dianne J DeTurris Vandenberg Robie I Samanta-Roy National Capital Michael W Bailey Dayton/Cincinnati Dave W Whinery Wichita Fred F Afagh International Paul J Schad Jr. National Capital Gregory L Costa Dayton/Cincinnati Z Charlie Zheng Wichita Mohammad F Al-Malki International Merrie J Scott National Capital Douglas J Dolvin Dayton/Cincinnati nthony R Pilon Antelope Valley Masahiro Atsumi International Raymond J Sedwick National Capital Brian T Drake Dayton/Cincinnati Brenda K Rasmussen Antelope Valley Monika Auweter-Kurtz International John J Shottes Jr National Capital Sivaram P Gogineni Dayton/Cincinnati Donald N Williams Antelope Valley Jorge M Barata International John M Stacy National Capital Bruce K Preiss Dayton/Cincinnati Myles L Baker Los Angeles-Las Vegas Jose E Barros International Steven E Sumner National Capital Gregory W Reich Dayton/Cincinnati Edward J Beiting, III Los Angeles-Las Vegas Eduardo M Belo International Edward V Svatek Jr National Capital Thomas E Rittinger Dayton/Cincinnati Richard A Fowell Los Angeles-Las Vegas Jeremy J Benton International Michael J Toll National Capital Joseph B Williams, Jr Dayton/Cincinnati Joe Freitag Los Angeles-Las Vegas Eduardo W Bergamini International Michael W Vanik National Capital Douglas W Cunzeman Illinois James H Hilbing Los Angeles-Las Vegas Gustavo C Bodstein International Wil Vargas National Capital Monica Doyle Illinois Alan B Jenkin Los Angeles-Las Vegas Keeyoung Choi International James M Wright Jr National Capital John W Kiedaisch Illinois Brian R Kramer Los Angeles-Las Vegas James K Chu International Herbert R Zucker National Capital Deborah A Levin Illinois Kurt B Kreiner Los Angeles-Las Vegas Gennaro Colabatistto International Richard C Zwierko National Capital Farzad Mashayek Illinois Steven P Kuritz Los Angeles-Las Vegas Luis Fernando F Da Silva International Kenny S Breuer New England Robert W McCarthy Illinois Peter D Lohn Los Angeles-Las Vegas William N Dawes International Peter K Cocolis New England Constantine Megaridis Illinois Douglas W Pentecost Los Angeles-Las Vegas Ann P Dowling International Charles R Dauwalter New England M. S Anand Indiana Robert D Sechrist Los Angeles-Las Vegas Dimitrios Drikakis International Richard Greenspan New England Philip S Burkholder Indiana Massoud Sinai Los Angeles-Las Vegas Walter Flury International John F Hawk New England Robert A Ress Indiana Steve Smith Los Angeles-Las Vegas Tony J Forward International Jonathan P How New England Steven P Schneider Indiana Larry N Berge Orange County Hisao Futamura International Charles J Nevola New England Jeffrey R Herbon Michigan William G Burnett Orange County Rizwan Gulamhussein International Basant K Parida New England Charles J Jacobus Michigan Raymond P Fuller Orange County Ismet Gursul International Jean E Piou New England Glen R Pollock Michigan Donald Graves Orange County Itaru Hataue International

B8 AIAA BULLETIN / JULY–AUGUST 2015 Ryan Hunninghaus International James S Johnson Connecticut Lanier S Cauley Greater Huntsville Brad L Carlson Los Angeles-Las Vegas Toshiyuki Itoko International Roy F Albang Hampton Roads Basil P Cooper Greater Huntsville Edward N Danielsen Los Angeles-Las Vegas Mohsen Jahanmiri International H Lee Beach Jr. Hampton Roads John O Lassiter Greater Huntsville John E Fidler Los Angeles-Las Vegas Leslie J Johnston International Pieter G Buning Hampton Roads G. Alan Lowrey Greater Huntsville Thomas F Heinsheimer Los Angeles-Las Vegas Hartmut J Kentgens International J. Philip Drummond Hampton Roads Mark Seaford Greater Huntsville Kenneth W Iliff Los Angeles-Las Vegas Shinya Kobayakawa International Clyde L Edwards Hampton Roads Don E Simpson Greater Huntsville John E Kulpa, Jr. Los Angeles-Las Vegas Dennis A Krogman International Michael J Hemsch Hampton Roads Michael J Witt Greater New Orleans William C Shih Los Angeles-Las Vegas Masataka Maita International E. C. Kilgore Hampton Roads William R Bushelle Northwest Florida Satya N Atluri Orange County Mahmoud Mani International Vladislav Klein Hampton Roads Jeff W Rish, III Northwest Florida Daryl L Bahls Pacific Northwest Daisaku Masaki International John E Lamar Hampton Roads Corso Padova Columbus Michael B Bragg Pacific Northwest Goro Masuya International Laurence D Leavitt Hampton Roads Milton E Franke Dayton/Cincinnati John M Fabian Pacific Northwest Kisa Matsushima International Martin M Mikulas Jr. Hampton Roads Anthony N Palazotto Dayton/Cincinnati Esat N Guzey Pacific Northwest Saburo Matunaga International Charles G Miller III Hampton Roads George C Perley Dayton/Cincinnati Peter Halamek Pacific Northwest Josua P Meyer International David E Reubush Hampton Roads Michael F Ryan Dayton/Cincinnati Charles W Lee Pacific Northwest Etsuo Morishita International James C Robinson Hampton Roads Sundaresa V Subramanian Dayton/Cincinnati John W Moore Pacific Northwest Benveniste Natan International David H Rudy Hampton Roads Glen J Kissel Indiana Basil S Papadales Pacific Northwest Cheok H Ng International Richard J Silcox Hampton Roads William G Knorr Indiana Joao Miguel Santos Pacific Northwest Eliahu Nissim International William J Small Hampton Roads Roy K Amiet Northern Ohio Thomas E Speer Pacific Northwest Fabrizio Paganucci International Raymond D Whipple Hampton Roads Guion S Bluford Northern Ohio Michael L Warden Pacific Northwest Marius Paraschivoiu International David G Korn Long Island Steven J Schneider Northern Ohio Ronald L Alto Phoenix Dario Pastrone International Maris Lapins Long Island Patrick J Stiennon Wisconsin Lysbeth S Lieber Phoenix Nigel Peake International David S Paris Long Island Roger A Tennant Albuquerque Kevin Owen Point Lobos Anthony J Ponton International G Richard Eisler Mid-Atlantic Randy Truman Albuquerque Mohamed M Hafez Sacramento Ishwar K Puri International John G Gregory Mid-Atlantic David P Abuisi Houston Peter L Boland San Diego Uwe Riedel International Robert H Koons Mid-Atlantic Charles J Camarda Houston Nagy S Nosseir San Diego David C Riordan, II International John Kuhlman Mid-Atlantic Barbara R Counts Houston James H Estes San Fernando Pacific Giorgio Saccoccia International James D Lesikar Mid-Atlantic Lawrence T Guderian Sr Houston Allen L Goldman San Fernando Pacific Peter W Sacher International Lee S Simkins Mid-Atlantic Nicole O Lamotte Houston Brian Granger San Fernando Pacific Akihiro Sasoh International James H Babcock National Capital Renee J Lance Houston Theodore J Schuldt San Fernando Pacific Martin J Schaffar International Raymond F Ball National Capital Carla J Yager Houston James M Shoji San Fernando Pacific Takashi Shimomura International Richard J Driscoll National Capital Edward K Hensley North Texas Roger T Anderson San Francisco Andreas Singer International William J Guit National Capital Milton W Holcombe North Texas Francis X Caradonna San Francisco Roy S Smith International W. Michael Hawes National Capital Kenneth R Meyers North Texas Terry L Holst San Francisco Robert A Stowe International Peter V Hwoschinsky National Capital J Christopher Wilt North Texas Wayne Johnson San Francisco Hirokazu Tahara International Louis A Kleiman National Capital O Hal Burnside Southwest Texas Hirokazu Miura San Francisco Hiroyuki Takano International Peter M Kutemeyer National Capital Paul A Carver Southwest Texas Takashi Nakamura San Francisco Jose P Tamagno International Stuart Matthews National Capital Vincent D DiLoreto Southwest Texas Michael P Scully San Francisco Nigel J Taylor International Douglas Olsen National Capital Keith A Holden Southwest Texas Surendra P Sharma San Francisco Renato Tognaccini International Kenneth E Uffelman National Capital Lyle E Bareiss Rocky Mountain Jose L Spencer San Francisco Hiroshi Torii International Michael F Zedd National Capital Albert C Brandts Rocky Mountain Thomas L Trankle San Francisco Pierre F Trichet International Christophe P Krebs New England Donna S Gerren Rocky Mountain George J Vlay San Francisco Masazumi Ueba International Yuan Pang New England Bryan Soderberg Rocky Mountain James E Graf San Gabriel Valley Akira Urita International Daniel W Swallom New England Ian A Whalley Rocky Mountain Frank L Cole Tucson Bor-Tsuen Wang International Philip P Beauchamp Northeastern New York Kevin D Citurs St. Louis David W Hoeppner Utah Semyung Wang International Hussein E Khalifa Northeastern New York Raymond R Cosner St. Louis James Caterson International Atsutaro Watanabe International John M Wilson Atlanta Alfred L Crosbie St. Louis Peter D Friar International Peter Watzka International Warren G Heller Carolina Eugene J Cunningham St. Louis Jean-Pierre Marec International Warren R Williams International William E Holley Carolina Robert M Dowgwillo St. Louis Arthur W Rizzi International Gregoire S Winckelmans International Giovanni Bonfanti Central Florida Richard D Taylor St. Louis Gottfried P Sachs International Nobuhiko Yamasaki International Robert T Galloway Central Florida Robert R Boroughs Wichita Norio Yamaguchi Jr International Koetsu Yamazaki International Ralph D Kimberlin Central Florida Gary D Park Wichita Yutaka C Yamaguchi International Xin Zhang International Ricky E Ort Central Florida James T Sturdy Wichita Wayne A Pence Central Florida Emory H Hall, Jr Antelope Valley 40-Year Anniversaries Robert E Pierce Central Florida James A Wildemann Antelope Valley Roger A Lucheta Central Pennsylvania Ray S Applebaum Greater Huntsville Edward L Jeter China Lake Alan Epstein Connecticut John E Burkhalter Greater Huntsville Allen A Arata Los Angeles-Las Vegas

In March, the Embry-Riddle AIAA Student Branch in Daytona Beach hosted AIAA Distinguished Lecturer Todd Barber. About 30 students attended Todd’s lecture, “Lord of the Rings: Cassini Mission to Saturn,” which was followed by an informal networking/ question-and-answer period.

AIAA BULLETIN / JULY–AUGUST 2015 B9 MeNSAh INDuCTeD INTO NATIONAL ACADeMy OF INveNTORS

AIAA Atlanta Section member and former Chair, Dr. Thomas Mensah, was inducted as a Fellow into the National Academy of Inventors (NAI) by the Deputy U.S. Commissioner for Patent Operations Andrew Faile and Dr. Paul Sanberg, NAI president, at the NAI Annual Conference at the California Institute of Technology on 20 March. Dr. Mensah is the president and CEO of Georgia Aerospace Systems, an advanced aerospace composite manufacturing company in Atlanta, GA. He is a recognized authority on fiber optics and nanotechnology and holds over 25 issued and pending patents. An AIAA Associate fellow, he currently is the AIAA Region II Deputy Director for Technology. Dr. Mensah with (left) Andrew Faile and (right) Dr. Paul R. Sanberg. (Photo courtesy of National Academy of Inventors)

In April, the AIAA Student Branch at the Illinois Institute of Technology welcomed AIAA Fellow Dr. John Tracy (center) to speak to members of the student branch and others. Dr. Tracy, who is the Chief Technology Officer and Senior Vice President of The Boeing Company, spoke about the aerospace industry and his engineering career. Branch members then presented their work from project teams for High-Altitude Student Payload (HASP) and UAVs. The event concluded with some informal chat and networking.

CALL FOR NOMINATIONS individual member who has provided distinguished service to the Institute over a period of years. Recognize the achievements of your colleagues by nominating them for an award! Nominations are now being accepted for the Goddard Astronautics Award is the highest honor AIAA following awards, and must be received at AIAA Headquarters bestows for notable achievement in the field of astronautics. This no later than 1 October. award honors Robert H. Goddard—rocket visionary, pioneer, Any AIAA member in good standing may serve as a nomina- bold experimentalist, and superb engineer. tor and are highly urged to carefully read award guidelines to view nominee eligibility, page limits, letters of endorsement, etc. International Cooperation Award recognizes individuals who Please note that the nomination form, related materials, and the have made significant contributions to the initiation, organization, three required AIAA member letters of endorsement must be implementation, and/or management of activities with significant submitted to AIAA by the nomination deadline. United States involvement that includes extensive international AIAA members may submit nominations online after logging cooperative activities in space, aeronautics, or both. into www.aiaa.org with their user name and password. You will be guided step-by-step through the nomination entry. If pre- Reed Aeronautics Award is the highest award AIAA bestows ferred, a nominator may submit a nomination by completing the for notable achievement in the field of aeronautics. The award AIAA nomination form, which can be downloaded from www. is named after Dr. Sylvanus A. Reed, the aeronautical engineer, aiaa.org. Nominators are reminded that the quality of informa- designer, and founding member of the Institute of Aeronautical tion is most important. Sciences in 1932. Awards are presented annually, unless otherwise indicated. However AIAA accepts nomination on a daily basis and applies Dryden Lectureship in Research was named in honor of Dr. to the appropriate award year. Hugh L. Dryden in 1967, succeeding the Research Award established in 1960. The lecture emphasizes the great importance of Premier Awards & Lectureships basic research to the advancement in aeronautics and astronau- Distinguished Service Award gives unique recognition to an tics and is a salute to research scientists and engineers.

B10 AIAA BULLETIN / JULY–AUGUST 2015 von Kármán Lectureship in Astronautics honors advancement of atmospheric, hypersonic flight and related tech- Theodore von Kármán, world-famous authority on aerospace nologies. (Presented every 18 months) sciences. The award recognizes an individual who has performed notably and distinguished himself technically in the Jeffries Aerospace Medicine & Life Sciences Research field of astronautics. Award is presented for outstanding research accomplishments in aerospace medicine and space life sciences. Technical Excellence Awards Aeroacoustics Award is presented for an outstanding tech- Losey Atmospheric Sciences Award recognizes outstand- nical or scientific achievement resulting from an individual’s con- ing contributions to the atmospheric sciences as applied to the tribution to the field of aircraft community noise reduction. advancement of aeronautics and astronautics.

Aerodynamics Award is presented for meritorious achieve- Multidisciplinary Design Optimization Award is presented ment in the field of applied aerodynamics, recognizing notable to an individual for outstanding contributions to the development contributions in the development, application, and evaluation of and/or application of techniques of multidisciplinary design opti- aerodynamic concepts and methods. mization in the context of aerospace engineering. (Presented even years) Aerodynamic Measurement Technology Award is presented for continued contributions and achievements toward the Otto C. Winzen Lifetime Achievement Award is presented advancement of advanced aerodynamic flowfield and surface for outstanding contributions and achievements in the advance- measurement techniques for research in flight and ground test ment of free flight balloon systems or related technologies. applications. (Presented even years) (Presented odd years)

Aerospace Communications Award is presented for an out- Piper General Aviation Award is presented for outstanding standing contribution in the field of aerospace communications. contributions leading to the advancement of general aviation. Candidates are individuals or small teams (up to 4 members) (Presented even years) whose achievements have had a positive impact on technology and society. Plasmadynamics and Lasers Award is presented for outstanding contributions to the understanding of the physical prop- Aircraft Design Award is presented to a design engineer or erties and dynamical behavior of matter in the plasma state and team for the conception, definition, or development of an original lasers as related to need in aeronautics and astronautics. concept leading to a significant advancement in aircraft design or design technology. Jay Hollingsworth Speas Airport Award is presented to the person or persons judged to have contributed most Chanute Flight Test Award recognizes significant lifetime outstandingly during the recent past toward achieving compat- achievements in the advancement of the art, science, and tech- ible relationships between airports and/or heliports and adja- nology of flight test engineering. (Presented even years) cent environments. The award consists of a certificate and a $7,500 honorarium. Jointly sponsored by AIAA, the American Engineer of the Year is presented to an individual member Association of Airport Executives, and the Airport Consultants of AIAA who has made a recent significant contribution that is Council. (Nominations due 1 November) worthy of national recognition. Nominations should be submitted to your AIAA Regional Director. Theodor W. Knacke Aerodynamic Decelerator Systems Award recognizes significant contributions to the effectiveness F. E. Newbold V/STOL Award recognizes outstanding and/or safety of aeronautical or aerospace systems through creative contributions to the advancement and realization of development or application of the art and science of aerodynam- powered lift flight in one or more of the following areas: initiation, ic decelerator technology. (Presented odd years) definition and/or management of key V/STOL programs; development of enabling technologies including critical methodology; Thermophysics Award is presented for an outstanding program engineering and design; and/or other relevant related singular or sustained technical or scientific contribution by an activities or combinations thereof that have advanced the sci- individual in thermophysics, specifically as related to the study ence of powered lift flight. (Presented every 18 months) and application of the properties and mechanisms involved in thermal energy transfer and the study of environmental effects Fluid Dynamics Award is presented for outstanding contribu- on such properties and mechanisms. tions to the understanding of the behavior of liquids and gases in motion as related to need in aeronautics and astronautics. James Van Allen Space Environments Award recognizes outstanding contributions to space and planetary environment Ground Testing Award is presented for outstanding knowledge and interactions as applied to the advancement of achievement in the development or effective utilization of tech- aeronautics and astronautics. The award honors Prof. James nology, procedures, facilities, or modeling techniques or flight A. Van Allen, an outstanding internationally recognized sci- simulation, space simulation, propulsion testing, aerodynamic entist, who is credited with the early discovery of the Earth’s testing, or other ground testing associated with aeronautics and “Van Allen Radiation Belts.” (Presented even years) astronautics. Service Award Hap Arnold Award for Excellence in Aeronautical Public Service Award honors a person outside the aero- Program Management is presented to an individual for out- space community who has shown consistent and visible support standing contributions in the management of a significant aero- for national aviation and space goals. nautical or aeronautical-related program or project. For further information on AIAA’s awards program, please Hypersonic Systems and Technologies Award recognizes contact Carol Stewart, Manager, AIAA Honors and Awards, car- sustained, outstanding contributions and achievements in the [email protected] or 703.264.7623.

AIAA BULLETIN / JULY–AUGUST 2015 B11 ObiTuaRies Rockwell, he was associated with the Space Shuttle Orbiter program in Downey and at Plant 42 in Palmdale. AIAA Fellow Townsend Died in April An avid pilot, he was an instructor in gliders and accumulated 6000 hours flying time in single engine aircraft and gliders. He Marjorie R. Townsend, an electrical engineer who became held the Amateur Radio call sign W6FW with honor for his activi- the first woman to manage a U.S. spacecraft launch, died on 4 ties. Memberships included AIAA, IEEE, AOPA, SSA, AVSC, and April. She was 85. AVARC. After enrolling in college at age 15, she became the first woman to receive an engineering degree from George AIAA Member Rose Died in May Washington University in 1951. She then was a physical science aide at what is now the National Institute of Standards James T. Rose, an early pioneer of commercial pursuits in and Technology and worked on sonar-signal-processing space, died on 24 May. mechanisms for anti-submarine warfare at the Naval Research Mr. Rose’s long career in aerospace began with a position as Laboratory. an aeronautical research engineer at Langley Research Center, In 1959, Mrs. Townsend joined NASA, working at NASA developing satellites for the Vanguard program. Next, as one of Goddard Space Flight Center where she helped develop the the first Space Task Group members, he became a NASA proj- first successful weather satellites, including TIROS-1 and the ect engineer on Project Mercury and in 1961, joined NASA’s Nimbus satellite series. From the mid-1960s to 1975, she man- advanced manned space project, which was later named aged the agency’s small astronomy satellite program, where she Gemini. was responsible for the design, construction, testing, and orbital In 1964, Mr. Rose joined McDonnell Aircraft, Gemini’s con- operations of NASA’s first astronomical spacecraft. Most notably, tractor, as systems control manager for guidance and control. she oversaw the development and launch of Uhuru, the world’s He continued with McDonnell Douglas Corporation in positions first X-ray astronomy satellite, which was used to detect, survey, of increasing responsibility until 1974, when he returned to gov- and map celestial X-ray sources and gamma-ray emissions. It ernment service under his mentor, John F. Yardley. From NASA was the first U.S. spacecraft to be launched by another country Headquarters in Washington, DC, he directed vehicle develop- (Italy) in a foreign location (the coast of Kenya). The data col- ment and engineering on the space shuttle program. lected from Uhuru helped revolutionize the field of high-energy In 1976, Mr. Rose returned to McDonnell Douglas astronomy and astrophysics. Astronautics Company in St. Louis as manager of space shuttle Mrs. Townsend served as the program manager for NASA’s payload development for research and commercial applications applications explorer missions program before retiring in 1980. of space. In that capacity, he applied his talent and skill toward She received the agency’s Exceptional Service Medal and utilizing the nation’s space transportation system for commercial Outstanding Leadership Medal. She was director of space sys- advancement. He created Electrophoresis Operations In Space tems engineering at BDM International and then vice president (EOS), the first joint endeavor agreement between industry and for space systems development for Space America until her sec- NASA to bring space commercialization into reality. This pro- ond retirement in 1996. gram exploited the unique aspects of space microgravity to sep- Townsend was named a Knight of the Italian Republic Order arate pharmaceuticals in space. McDonnell Douglas partnered in 1972 for her contributions to U.S.–Italian space efforts. She with Ortho Pharmaceuticals on this far-reaching effort. EOS also was chair of a local chapter of AIAA, past president of the developed many firsts, including launching the first non-NASA Washington Academy of Sciences, and a fellow of the Institute shuttle passenger, McDonnell Douglas engineer Charles Walker, of Electrical and Electronics Engineers. as a payload specialist. The program was dealt a significant setback by the loss of Space Shuttle Challenger in 1986. During the Associate Fellow North Died in April flight hiatus, other scientific advances eclipsed the advances of space-based manufacturing, bringing EOS to an end. Gilbert b. North died on 30 April 2015. Undaunted, in 1987, after 20 years with industry, Jim Mr. North earned his B.S. in Aerospace Engineering at accepted a government position as NASA assistant administra- Purdue University in 1947 and was a 1952 graduate of the tor for Commercial Programs. In that capacity he continued to U.S. Navy Test Pilot School. He served during World War II as promote many possibilities for the use of space to a wide variety an Army combat engineer and fighter pilot, and later with the of business interests. At its zenith, more than 200 U.S. corpo- Missouri Air National Guard, 110th Fighter Sq. rations attracted to space and other commercial applications He retired from McDonnell Douglas in 1985 after a 38-year were affiliated with the 17 NASA Centers for the Commercial career; was an experimental pilot on the XF3H, XF-88, F2H, Development of Space (CCDS). F3H, and F-101; and managed/flew test programs at Patuxent Mr. Rose retired from NASA in December 1991. He continued NAS, Glenview NAS, Kirtland AFB, and Edwards AFB. His engi- to consult internationally for several years early in his retire- neering assignments included advanced design, the Mercury and ment. He received many honors throughout his career, including Gemini programs, as well as the F-4, and F-15. On Mercury and NASA’s Distinguished Presidential Rank Award, the highest Gemini at Cape Canaveral, Mr. North was the MDC engineering honor bestowed upon a government employee, and NASA’s manager on propulsion, environmental, fuel cell, and cryogenics. Exceptional Service Medal; the Aerospace Laurel Award; and AIAA’s Lindbergh Award. Senior Member Hoverman Died in May

William O. Hoverman died on 3 May 2015. Building his own equipment, Mr. Hoverman was licensed as an amateur radio operator in 1941 and continued a lifetime pursuit of To submit articles to the AIAA Bulletin, contact your electronics and physics. He graduated from Brown University in Section, Committee, Honors and Awards, Events, 1947, and served as dispersing officer aboard the USS Spokane Precollege, or Student staff liaison. They will review and in the European theater. Following his discharge from the U.S. forward the information to the AIAA Bulletin Editor. See the Navy, he held executive positions at General Electric Company, AIAA Directory on page b1 for contact information. Northrop and Rockwell International, retiring in 1988. While with

B12 AIAA BULLETIN / JULY–AUGUST 2015 Upcoming AIAA Continuing Education Courses

Courses at AIAA Propulsion and Energy Forum 2015 www.aiaa-propulsionenergy.org/ContinuingEd 25–26 July 2015 The Application of Green Propulsion for Future Space (Instructors: Alan Frankel and Timothee Pourpoint) Liquid propulsion systems are critical to launch vehicle and spacecraft performance and mission success. This two-day course, taught by a team of government, industry, and international experts, will cover propulsion fundamentals and topics of interest in launch vehicle and spacecraft propulsion, non-toxic propulsion drivers, propellants and figures of merit, applications of non-toxic propulsion, flight experience, and advances in smallsat propulsion. Lessons learned from development and flight of components and systems will be discussed.

Key Topics • History of Hydrazine/Hypergols • What is Green and what drives Green movement • Green Propellants • Flight and Near Term Flight Experience • Applications of Green – What drives propulsion decisions • Challenges for Green Propulsion

Advanced High Speed Air-Breathing Propulsion (Instructors: Tomasz Drozda, Doug Garrard, Bob Moehlenkamp, Dora E. Musielak, Steve Russell, Venkat Tangirala) Revolutionary methods of high speed air-breathing propulsion are needed to extend the flight regime of aircraft, missiles, and improve Earth-to-orbit spacecraft. Advanced High Speed Air-Breathing Propulsion will introduce students to the design and development processes of high speed propulsion, including ramjet/scramjets and TBCC concepts. The course will present a comprehensive overview of the state of the art, including highlights of current high speed propulsion programs in the world. An introduction to multidisciplinary design optimization (MDO) will help students appreciate the challenges of developing this breakthrough propulsion technology. The instructors are actively engaged in high-speed propulsion R&D. They will discuss the challenges, and development trends and future of the propulsion technologies needed to make truly high speed flight a reality. This course is sponsored by the AIAA High Speed Air Breathing Propulsion Technical Committee (HSABP TC).

Key Topics • Mission requirements • Combined cycle propulsion concepts • Ramjet/scramjet inlet design • Ram/scramjet combustion structural design • Fuels and thermal management engine/airframe integration, TBCC integration • Advanced materials • CFD modeling and simulation of high speed reacting flow • Propulsion multidisciplinary design optimization (MDO) • High speed propulsion ground and flight testing

30–31 July 2015 Business Management for Engineers (Instructors: Alan C. Tribble and Alan Breitbart) This course will help individuals with a technical background master the business principles that guide the leadership of an engineering-oriented company. The course will prepare students for the transition from the role of a technical contributor to that of a business leader.

Key Topics • Basic principles—Economics and free markets • Project execution—Technical performance measures and earned value management • Business management—Business finance concepts used to evaluate a product or business • Developing and presenting a business case—Articulating a value proposition and presenting a business message • Initiating and planning a program—Understanding what needs to be managed and how to manage it • Business development—Growing an idea into a business • Globalization—Navigating import/export regulations and expanding internationally

Hybrid Rocket Propulsion (Instructor: Dr. Joe Majdalani) This course reviews the fundamentals of hybrid rocket propulsion with special emphasis on application-based design and system integration, propellant selection, flow field and regression rate modeling, solid fuel pyrolysis, scaling effects, transient behavior, and combustion instability. Advantages and disadvantages of both conventional and unconventional vortex hybrid configurations are examined and discussed.

Key Topics • Introduction, classification, challenges, and advantages of hybrids • Similarity and scaling effects in hybrid rocket motors

AIAA BULLETIN / JULY–AUGUST 2015 B13 • Flowfield modeling of classical and non-classical hybrid rockets • Solid fuel pyrolysis phenomena and regression rate: Mechanisms & measurement techniques • Combustion instability and transient behavior in hybrid rocket motors • Metals, other energetic additives, and special binders used in solid fuels for hybrid rocket applications

Courses at AIAA Space and Astronautics Forum 2015 (AIAA SPACE 2015) www.aiaa-space.org/ContinuingEd 29–30 August 2015 Introduction to Space Systems (Instructor: Dr. Mike Gruntman) This course provides a broad overview of the concepts and technologies of modern space systems that combine engineering, science, and external phenomena. We concentrate on scientific and engineering foundations of spacecraft systems and interactions among various satellite subsystems. These fundamentals form an indispensable basis for system engineering. The basic nomenclature, vocabu- lary, and concepts will make it possible to interact with understanding with various subsystem specialists.

Key Topics • Space environment and interactions • Orbital mechanics and space mission geometry • Overview of space mission design and applications • Space propulsion and launch systems • Attitude determination and control • Communications, power, and thermal control subsystems

Call for Nominations AIAA/AAAE/ACC Jay Hollingsworth Speas Airport Award Nominations are currently being accepted for might be in airport land use, airport noise the 2016 AIAA/AAAE/ACC Jay Hollingsworth reduction, protection of environmental critical Speas Airport Award. The recipient will receive a resources, architecture, landscaping or other certificate and a $7,500 honorarium. design considerations to improve the compatibility of airports with their communities, etc. This award is jointly sponsored by the American Institute of Aeronautics and Astronautics Please go to www.aiaa.org/speasaward for (AIAA),the American Association of Airport further information or to download the nomination Executives (AAAE) and the Airport Consultants form. Presentation of the award will be made Council (ACC). at the AAAE/ACC Planning, Design, and Construction Symposium, scheduled for February It honors the nominee(s) judged to have 2016. The recipient will be asked to make a brief contributed most significantly in recent years presentation describing their accomplishment/ to the enhancement of relationships between contribution and how it could be replicated airports and/or heliports and their surrounding elsewhere by other airports. environments via exemplary innovation that might be replicated elsewhere. Such enhancements

DEADLINE for submission of nominations is November 1, 2015. CONTACT: AIAA Honors and Awards Program • 703/264-7623 • [email protected] www.aiaa.org/speasaward

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B14 AIAA BULLETIN / JULY–AUGUST 2015 Membership nominations are now open for AIAA Technical Committees (TC) for 2016/2017. Our TCs have between 30 and 35 members each. Nearly one-third of the members rotate off the committees each year, leaving six to ten openings per TC. The TC chairs and the Technical Activities Committee (TAC) work diligently to maintain a reasonable balance in (1) appropriate rep- resentation to the field from industry, research, education, and government; (2) the specialties covered in the specific TC scopes; and (3) geographical distribution relative to the area’s technical activity. TAC encourages the nomination of young professionals, and has instituted a TC associate member category (see associate membership guidelines). Associate members, with identified restrictions, are included on TCs in addition to the 35 regular member limit. If you currently serve on a TC, do not nominate yourself. You will automatically be considered for the 2016/2017 TC year. Enclosed are instructions for nominations. Nominations are submitted online. The TC nomination form can be found on the AIAA Web site at www.aiaa.org, under My AIAA, Nominations and Voting, Technical Committee Online Nomination. We look forward to receiving your nominations. If you have any questions, please call Betty Guillie at 703.264.7573. Nominations are due by 1 November 2015.

Current AIAA Technical Committees

Adaptive Structures General Aviation Plasmadynamics and Lasers Aeroacoustics Ground Testing Product Support Aerodynamic Decelerator Guidance, Navigation Propellants and Combustion Systems and Control Sensor Systems and Aerodynamic Measurement High Speed Air Breathing Information Fusion Technology Propulsion Small Satellite Aerospace Power Systems History Society and Aerospace Air Breathing Propulsion Hybrid Rockets Technology Systems Integration Information and Command and Software Air Transportation Systems Control Systems Solid Rockets Aircraft Design Intelligent Systems Space Architecture Aircraft Operations Legal Aspects of Aeronautics Space Automation and Robotics and Astonautics Applied Aerodynamics Space Colonization Life Sciences and Systems Astrodynamics Space Logistics Lighter-Than-Air Systems Atmospheric and Space Space Operations and Support Environments Liquid Propulsion Space Resources Atmospheric Flight Mechanics Management Space Systems Balloon Systems Materials Space Tethers Communications Systems Meshing, Visualization and Computational Environments Space Transportation Computer Systems Microgravity and Space Spacecraft Structures Design Engineering Processes Structural Dynamics Digital Avionics Missile Systems Structures Economics Modeling and Simulation Survivability Electric Propulsion Multidisciplinary Design Systems Engineering Energetic Components and Optimization Systems Terrestrial Energy Systems Non-Deterministic Approaches Flight Testing Thermophysics Nuclear and Future Flight Fluid Dynamics Propulsion V/STOL Aircraft Systems Gas Turbine Engines Weapon System Effectiveness

AIAA BULLETIN / JULY–AUGUST 2015 B15 Instructions for Completing Technical Committee Technical Committee Associate Membership Nomination Forms Guidelines

1. Nominations are submitted online via www.aiaa. 1. Associate membership is restricted to those who org, My AIAA, Nominations and Voting, Technical have not yet reached their 35th birthday, or who ob- Committee Online Nomination. Nominees who are tained their professional degrees less than 10 years not selected for committee membership for 2016 will ago. automatically be considered for membership in 2017. 2. Associate membership is a one-year term renew- As the nomination forms are held for an additional able to three years. year, it is not necessary to resubmit a form for some- 3. Associate membership is restricted to current AIAA one not selected for the 2015/2016 term. You may members. send updated information to be attached to an exist- 4. Selection to associate membership is based on ing nomination form. technical merit. The associate members should show 2. You do not have to be nominated by someone else; promise within the field of the technical committee. you may submit an application for yourself. 5. Associate members may attend TC or subcommit- 3. A resume or biographical data can be uploaded tee meetings and will assist in carrying out committee with the online nomination form. work. 4. Membership is usually restricted to one technical 6. At the discretion of the TC, associate members committee (TC) at a time. Please list the TCs in order may be assigned a volunteer full member as a coun- of preference if applying to two TCs. If accepted to selor. The counselor will advise and guide the associ- the 1st priority, the nominee will be added to that TC. ate member on TC procedures and activities. All information should be detailed and complete. 7. Associate members will not count toward the TC 5. The Technical Activities Committee (TAC) strongly regular membership limit. suggests that special consideration be given to mem- 8. Application forms for associate membership are the bers 34 years of age and under or who obtained their same as those of full membership, but a resume is a professional degree less than 10 years ago. See at- required attachment. Applicants for full membership tached Technical Committee Associate Membership who were not selected may be considered associate Guidelines. members provided they meet the age restriction. 6. All TC members must join AIAA (if they are not al- 9. At least two associate members should be appoint- ready members) within 45 days of their appointment ed to each TC. At no time should the number of as- to a technical committee. sociate members exceed that of full members. 7. TC membership is generally for one year with two 10. An endorsement statement from the nominee’s additional years possible, but contingent upon com- department head, indicating that the nominee may mittee participation, ongoing projects, and AIAA mem- travel to two meetings per year and have some time bership. It is not necessary to send a new nomination to devote to committee business, must be completed form for someone who is already on a committee. All during the online process. committee members are automatically considered for a second and third year of membership. 8. Deadline for receipt of nominations is 1 Novem- ber 2015. Nominations received after this date will be held for consideration until the next year.

B16 AIAA BULLETIN / JULY–AUGUST 2015 2O15 27–29 JULY 2015 ORLANDO, FLORIDA

Energize Innovation. Boost Value. Propel The Future.

Propulsion and energy systems are at the very heart of aerospace, whether you are flying passengers to London or satellites to LEO. Every move forward in our exploration of the world, and the universe, is enabled by new technologies coming from the researchers and engineers who will assemble together at AIAA Propulsion and Energy 2015. Plenary and Forum 360 Program Technical Program

• Global Cooperation and • Government • 51st AIAA/SAE/ASEE Joint Propulsion Economic Development Investments Enabling Conference • Cost and Affordability Advancement of In- • 13th International Energy Conversion of Future Systems Space Propulsion Engineering Conference • Technology • Infrastructure • 650 Papers Development and • Role of Bio-fuels in • ITAR Sessions Trends in Propulsion Future Aviation • 24 High-Impact Topics and Energy • Work/Life Balance • What Does the Future Challenges for the 21st • Presenters from 300 Institutions in 28 Propulsion and Energy Century Countries Workforce Look Like? • The Media and the • Aircraft Electric Engineering Profession Propulsion

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