Santa Claus and Climate Science

April 2014

Wanting nuclear upgrades is easy — paying the bill is harder page 28

NASA’s asteroid hunter page 20

Tanker drama page 40

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DEPARTMENTS EDITOR’S NOTEBOOK 2 Two problems worth solving. LETTERS TO THE EDITOR 3 Santa Claus and climate science. Page 22 INTERNATIONAL BEAT 4 Graphene on the fast track. WASHINGTON WATCH 8 A drone’s day in court. GREEN ENGINEERING 10 Beating noise pollution. Page 40 ENGINEERING NOTEBOOK 16 Test time for seamless wings. BOOKS 19 The man behind the icon. CONVERSATION 20 Lindley Johnson, NASA’s asteroid hunter ELECTRONICS UPDATE 22 Tech Forecast: Airborne intelligence growth. OUT OF THE PAST 46 Page 10

FEATURES FUNDING THE TRIAD 28 Support for U.S. nuclear forces remains bipartisan, but there is no consensus over how it will be squeezed into the long-term budget. Page 34 by Marc Selinger

ADVICE TO SATELLITE DESIGNERS: “CARPE DIEM” 34 With the advent of lower cost launchers, satellite designers should rethink some of their traditional assumptions about how to control costs. by Gary Oleson

TANKER DRAMA 40 The Air Force and Boeing remain upbeat about the development schedule for the KC-46A air refueling tanker, despite a Pentagon report that warns of a delay. by James W. Canan

BULLETIN AIAA Meeting Schedule B2 AIAA News B5 Propulsion and Energy Event Preview 2014 B18 AIAA Calls for Papers B22 AIAA Courses and Training B23

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 [703/264-7577]. Subscription rate is 50% of dues for AIAA members (and is not deductible therefrom). Nonmember subscription price: U.S. and Canada, $163, foreign, $200. 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 Herndon, Va., and at additional mailing offices. Copyright 2014 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 52, No. 4. ® is a publication of the American Institute of Editor’s Notebook Aeronautics and Astronautics

Ben Iannotta Editor-in-Chief Patricia Jefferson Associate Editor Two problems worth solving Greg Wilson Production Editor Jerry Grey Editor-at-Large Considering all the engineers, entrepreneurs and inventors out there, it’s not Christine Williams naïve to assume there’s a technical solution to nearly every problem. In our Editor AIAA Bulletin wireless world, how can a 74-meter-long airliner carrying 239 people simply disappear with almost no digital traces? How can a nation that has a rover Contributing Writers crawling across Mars still be sucking ancient swamp goo from Earth and Philip Butterworth-Hayes, James Canan, burning it? Craig Covault, Chris Kjelgaard, These two problems — airliner monitoring and fossil fuels — are totally Dave Majumdar, David Rockwell, Erik Schecter, Marc Selinger, Debra Werner unrelated, except in one fundamental sense. We haven’t solved them for reasons of economics. From what I’ve read, economics is driven by human Jane Fitzgerald psychology: A problem won’t be solved — a market won’t shift — until consumers Art Direction and Design perceive a problem and someone offers a solution at a price that will motivate Michael Griffin, President them to act. James F. Albaugh, President-Elect The battle over climate science is actually a battle for the hearts and minds Sandra H. Magnus, Publisher of energy consumers who must decide whether the risks of fossil fuels are so Craig Byl, Manufacturing and Distribution high that they should be motivated to act. A skirmish can be found in this STEERING COMMITTEE month’s letters section, Page 3, in the form of strong reactions to our February Steven E. Gorrell, Brigham Young University; cover story, “Target: Climate change.” Basil Hassan, Sandia; Merri Sanchez, On airliner monitoring, the battle for hearts and minds hasn’t reached Sierra Nevada; Mary L. Snitch, Lockheed the mainstream flying public yet — but it might, given the Malaysian Airlines Martin; Vigor Yang, Georgia Institute of incident and realization that we could readily stream cockpit audio, flight data Technology; Susan X. Ying and maybe even video off airliners. A concept for doing so is described in the EDITORIAL BOARD article, “Malaysian Airlines case stirs call for streaming data,” Page 8. Ned Allen, Jean-Michel Contant, If the airliner monitoring issue isn’t solved soon, the flying public will find Eugene Covert, L.S. “Skip” Fletcher, itself in an ironic position: Passengers will be paying directly or indirectly for Michael Francis, Cam Martin, satellite Internet to stream movies, check email and play video games. I’m told Don Richardson, Douglas Yazell this kind of connectivity will be expected by the millennial generation. Mean- ADVERTISING while, cockpit data that could be the key to an emergency rescue will be Robert Silverstein, 240.498.9674 locked away in old-fashioned black boxes, because supposedly no one can [email protected] afford to stream it. Russell Brody, 732.832.2977 On fossil fuels, Aerospace America will continue to look at the roles of [email protected] space and airborne sensors in helping scientists assess the impacts of these LETTERS AND CORRESPONDENCE fuels on Earth’s environment and climate. Putting on my opinion hat, I don’t Ben Iannotta, [email protected] know that scientists will ever deliver the level of predictability demanded by engineers accustomed to taking the plane out of the hanger to test it. Climate QUESTIONS AND ADDRESS CHANGES change is a question of how much risk to assume. By continuing to burn fossil [email protected] fuels, consumers are assuming a lot of risk, whether that’s human-induced ADVERTISING MATERIALS global warming, rising sea levels, eye-burning smog or cancer. Craig Byl, [email protected] Once a tipping point is reached among consumers on these issues, change could come quickly. The question is how many planes will be lost April 2014, Vol. 52, No. 4 and how much environmental damage will be done until then.

Ben Iannotta Editor-in-Chief Letters to the Editor

Santa Claus and climate science

Several readers were dis- February 2014 haps in as little as 100 turbed by the depiction years. If this is true, won’t Going green: David J. Paisley of North of global warming skep- human-caused global Bend, Wash., felt we were one sided in Target: Climate change tics as “wacky” and Two satellites that could cool the debate warming simply go away the technology discussion in the arti- “Santa Claus” believers, in the next few genera- cle, “Runway taxiing goes green” (Feb- in the words of two sci- tions when no fossil fuels ruary, page 16). “The article allows the entists quoted in the arti- are left?” Wheeltug spokesperson to arm-wave cle, “Target: Climate Retired astronaut and away some really difficult issues con- Change” (February, page Air Force Col. Donald H. cerning certification of systems that are 26). David C. Howe of Peterson of El Lago, Texas, really quite complex additions to air- Vernon, Conn., fired noted that reputable sci- planes that they do not necessarily un- back: “Data and studies entific sources are reach- derstand fully,” he wrote. in the scientific/geologi- ing entirely incompatible Managing air traffic, page 32 cal community have Moonwalking with Buzz, page 24 conclusions about the fu- highlighted this [global ture of the planet he Impact of “Gravity”: Lyle Kelly of Ma- warming] ‘hoax’ for what it is.” As long viewed during a four-hour spacewalk son, Ohio, enjoyed “Grading ‘Gravity,’” as scientists “are dependent on gov- from the shuttle Challenger: “How former astronaut Tom Jones’ close look ernment funding for their projects, can their absolutely contradictory at the award-winning film (February, they will continue to ‘toe the govern- statements be reconciled? Perhaps it page 20). “I am hopeful that increased ment line’ in order to obtain that fund- would be informative if each of them exposure to endeavors in space will ing,” Howe wrote. would turn over their data to some encourage more young people to Peter Badzey of Huntington Beach, neutral scientific group for analysis. think about a future there, and more Calif., found irony in the article’s sub- Failing that, I would love to read their potential investors to support space in- title “Two satellites that could cool the rationale and explanations of such to- dustry and other ventures,” he wrote. debate.” Badzey wrote: “Apparently, tal disagreement.” Josh Willis doesn’t agree that there is a debate to be ‘cooled.’ There is only Corrections name-calling and denigrating people Space Launch System: Reacting to The manufacturer of the Orion crew who disagree with his opinion.” the Editor’s Notebook column, “Unset- vehicle was misidentified in, “Choose Wilbur Wells of Tehachapi, Calif., tled Business,” (February, page 2), your launcher” (March, Page 34). pointed to data showing cooling in re- John W. Robinson of Seal Beach, Calif., Orion is made by Lockheed Martin. cent years: “These data raise an obvi- wrote to say that an advocacy group ous question: Why are we spending he chairs, the Space Propulsion Syn- so much money to characterize global ergy Team, believes “it is prudent to warming when none is occurring? have a backup plan” to the Space Also, the amount of fossil fuel (oil, Launch System rocket “with alternative coal, and gas) on the earth is finite approaches for future more sustain- and will eventually be exhausted, per- able transportation capabilities allow- ing further development of needed space infrastructure.” He said his Achieve more with group does not advocate canceling this valuable member SLS but encourages NASA “to consider in their long range planning a focus beneﬁt today! on reduced life cycle cost including af- This photo of a South African park fordable elements like partly reusable ranger with an Aurora Skate plane ran careercenter.aiaa.org launch vehicles, space depots, and with an incorrect credit in our January high performance environmentally issue. The photo was taken by Justin clean propulsion systems.” Leto on assignment for Make magazine.

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 e-mail to: [email protected].

AEROSPACE AMERICA/APRIL 2014 3 Graphene on the fast track

The European Union is concerned University in the U.K. revealed industry,” says Jesus de la Fuente, that its industry is falling behind in the graphene’s unusual properties and chief executive officer of Graphenea, global race to develop graphene- hinted at applications in a wide range a technology company based in Spain. based components that could radi- of products, from aircraft to electron- “But typically 10 to 15 years develop- cally transform the performance of ics to flexible cellphones. The two sci- ment cycles are needed for full aerospace, information technology entists won the Nobel Prize for spread utilization in an industry like and energy storage equipment. So, in physics in 2010. aerospace.” June 2014 the European Union’s Graphene’s carbon atoms are One of the objectives of Graphene Graphene Flagship research program arranged in a hexagonal lattice that is Flagship is to cut the timescale from will host a “Graphene Week” in chemically and thermally stable. It experimentation to industrial use — af- Gothenburg, Sweden, to explore “the conducts electricity better than cop- ter all, there is a global race underway wonder material of the twenty-first per, is up to 300 times stronger than to produce industrial graphene prod- century,” as the program’s website de- steel and has unique optical proper- ucts with a clear competitive edge scribes graphene. ties, scientists report. According to over legacy items. the Graphene Flagship web- “Graphene is elastic and can Oxford University site: “This material is the first stretch up to 20% of its length, making 2D atomic crystal ever it ideal for flexible [computer] dis- known to us; the thinnest plays,” according to the report, object ever obtained; the “Graphene: The worldwide patent world’s strong-est material… landscape in 2013,” from the U.K.’s In- it is extremely electrically tellectual Property Office. and thermally conductive; The U.K. study into graphene very elastic; and imperme- patents shows that China is the world- able to any molecules.” leader in patenting graphene-based de- Graphene composites signs, followed by the U.S., Korea and could be a “valid, lightweight Japan, with European countries well “Wonder” material: Hexagonal shape of alternative to metals,” says down the list. China’s lead has been graphene flakes seen in a spectroscopic image. Italian chemist Vincenzo growing since 2008 and is now well Europe is racing to catch up on turning the material Palermo, who along with other scien- over 50 percent, according to the study. into useful products. tists proposed creating the Graphene But the challenges to building Flagship program. Graphene could aerospace components from graphene Graphene consists of a sheet of also be used as a coating that would will mean overcoming industrial and carbon atoms just one atom thick. The serve numerous roles, some of them technical hurdles. European Union last year decided to basic — providing resistance to sol- “Graphene-based materials show- spend €1 billion in the coming years vents, protection from ultraviolet radi- ing performance suitable for aero- researching graphene and its applica- ation and flammability reduction, space applications could be devel- tions through a new Graphene Flag- Palermo says. Others could be more oped at research level in the next ship program, which consists of 75 ac- complex, “such as strain measure- years, but the real application of ademic and industrial partners in 17 ments in materials or devices subject these materials in aerospace will re- European countries including Sweden. to high mechanical or thermal stress,” quire the establishment of an indus- There are two strands of work: a 30- he adds. trial value chain, with some company month ramp-up phase that began in Specifically, Graphene could be producing graphene with the right October and runs to March 2016, fol- used to replace composites and alu- specifications, other companies pro- lowed by a more detailed research minium alloys in aircraft structures and cessing it in real devices, and end- program to 2020, focusing on devel- batteries, and as a coating to prevent users validating the new technology oping applications in information damage from lightning strikes. and applying it in their applications,” technology, transport, energy technol- “Advanced composites, light- says Palermo. “After all, graphene ogy and sensor sectors. weight cables, improved batteries and technology is very young — it has In 2004, professors Andre Geim thermal management are the most been going less than 10 years — and and Kostya Novoselov of Manchester promising applications for aerospace thus still needs time to develop.”

4 AEROSPACE AMERICA/APRIL 2014 Trending in Europe: Unmanned craft collaboration

France and the U.K. are working to Competing with Herons, Reapers in August 2013. It was designed and develop a common set of mission re- Some in Europe also want collaboration on built by an all-U.K. consortium of BAE quirements for unmanned combat development of a medium altitude long Systems, GE Aviation, QinetiQ, and planes, now that the two countries endurance, or MALE, unmanned plane that Rolls-Royce. have decided to explore the possibility would compete with the Reapers produced France and the U.K. hope to settle of merging their competing industry by General Atomics Aeronautical Systems on a single set of UCAV requirements teams. of San Diego and the Herons produced by by 2016 so that Europe’s major air The work is part of a £120-million, Israel Aerospace Industries. combat integrator companies can work two-year feasibility study announced In November, the European Defence on a single program. Agency’s Steering Board of European States in January by French President There might be little choice other agreed to establish a “common staff François Hollande and U.K. Prime target” — meaning a formal needs statement than to pool resources. “It is very un- Minister David Cameron at their sum- — for medium altitude planes. Not everyone likely that a UCAV program of this mit at the Royal Air Force’s Brize Nor- has signed on, but France, Germany, Greece, scale will be developed on a national ton station. Italy, Netherlands, Poland and Spain are basis in Europe, partly because of mil- European officials want to shift to now talking about potentially harmonizing itary budget severity and partly be- unmanned planes after 2030, when future requirements. The impetus for the cause of the numbers required versus they expect to begin retiring today’s accord came during the runup to the 2013 the research and development invest- traditionally piloted strike aircraft: The Paris Air Show, when Dassault of France, ment,” says Douglas Barrie, senior fel- multi-prime contractor Eurofighter Ty- Alenia Aermacchi of Italy and the multi- low for military aerospace at the Lon- national EADS Cassidian company (now phoon, the Saab Gripen and the Das- don-based International Institute for Airbus Defence and Space) wrote an open sault Rafele. letter calling for a single European MALE Strategic Studies. Some experts view the combat requirement and said they would pool their Barrie figures the U.K. and France plane requirements of European na- industrial capabilities to meet it. might each need up to 100 unmanned tions as simply too small to justify two combat aircraft, a number he says separate development efforts. France would be “quite small” to justify devel- and the U.K. have aired the idea of the ber 2012. It was developed by a oping two separate airframes. Collab- European industry collaborating to French-led multinational team headed orating would be a cultural shift, espe- provide a single unmanned combat air by Dassault of France with partners: cially for the British, he says. “The vehicle, or UCAV, that would compete Alenia of Italy, Airbus Defence and U.K. has tended much more towards for global sales to allies. Space of Spain, the Hellenic Aerospace bilateral projects rather than multina- There are currently two UCAV devel- Industry of Greece, RUAG Aerospace tional projects because of its experi- opment programs underway in Europe: of Switzerland, and Saab of Sweden. ence in the 1990s of programs which • nEUROn (pronounced like neu- • Taranis (named for the Celtic did not perform as expected in terms ron) flew for the first time in Decem- god of thunder) flew for the first time of cost and timeline,” he explains. BAE Dassault

The U.K. and France are discussing merging their work on unmanned combat planes: the French-led nEUROn, left, and the U.K.’s Taranis.

AEROSPACE AMERICA/APRIL 2014 5 Remote towers to go live

Project managers for r-TWR, a remote tower air traffic control program

in Sweden, expect the Swedish Trans- Saab Group port Agency to grant a license in the first half of 2014 for air traffic controllers at Sundsvall airport to manage aircraft operations at Örnsköldsvik Air- port, 125 kilometers away. Although trials of the r-TWR concept have taken place in several airports around the world, this would mark the first time that the full range of airfield operations have been remotely controlled on a day-to-day basis. Controllers in Sundsvall would have complete control over all sensors, lighting, alarms and other tower systems at Örnsköldsvik. A digital A panoramic screen shows traffic at an airfield far away from Norway’s Bodø Airport, where remote towers video real-time image of the airfield at have been tested. Örnsköldsvik, taken from a series of high-definition cameras mounted at weather information can be projected ganizations behind the program and strategic points around the airfield, onto the screen. Features such as digi- have been working on the r-TWR con- can be projected onto panoramic tal map overlays, object tracking and cept since 2005. screens at Sundsvall, giving controllers alerting have been designed to make The aim is to deliver air traffic con- a complete 360-degree view of the situational awareness better than at trol tower services at remote airfields distant airport. A fiber optic link standard tower operations, according where there is not enough traffic to would carry the data between the two to Saab Air Traffic Management and justify the investment in manpower sites. At Sundsvall, data from camera LFV, Sweden’s air navigation service and equipment for a conventional views, radar data and wind and provider. They are the two main or- ATC tower system. The program has been accelerated by the adoption of the concept by SESAR, the Single European Sky ATM Research program, which is the Euro- Saab Group pean Union’s version of the Federal Aviation Administration’s NextGen. The Swedish system passed SESAR site acceptance testing in February of 2013. Trials of the concept are underway elsewhere in the world. Avinor, Nor- way’s Air Navigation Service Provider. is testing an r-TWR operation at Bodø, remotely managing operations at a heliport at Værøy airport and fixed- wing aircraft operations at Roest Air- port. In October 2013 Airservices Aus- tralia began a four-month trial of the concept by evaluating the provision of aerodrome and approach control services at Alice Springs Airport from Ade- laide Airport, 950 miles (1,529 kilometers) away. A camera mast at Sweden’s Sundsvall airport. Controllers expect to be licensed to manage air traffic Philip Butterworth-Hayes at a distant airport. [email protected]

6 AEROSPACE AMERICA/APRIL 2014 14-247 Spotlight Aerospace AIAA ReedAer AIAA GoddardAstronautics Award AwardAIAA DistinguishedService AIAA FoundationAward forExcellence Gala The Awards onautics Award Georgia InstituteofTechnology Engineering, Regents’Professor and ProgramManager Co., Houston;UnitedSpaceAllianceVicePresident Division, SealBeachandRockwellSpaceOperations Rockwell DivisionPresidentofSatelliteSystems NASA FlightDirectorandProgramManager; Glynn S.Lunney vych arymo President, SarasotaSpaceAssociates Michael I.Y U.S. AirForceResearchLaboratory The BoeingCompany, AerojetRocketdyne, X-51A Wa David S.Lewis,Jr Ben T. Zinn 2014 veRider T . Chair, SchoolofAerospace eam www To purchasetablesand/or individualseatsattheAIAAAerospaceSpotlightAwards Galapleasevisit will be administered solely by AIAA in accordance with government policy.will beadministered solely byAIAAinaccordance withgovernment guestselection,invitation, andseating directives.Government This eventisorganized accordingtogovernment .aiaa.org/gala2014 or contactMerrie703.264.7530 [email protected] .aiaa.org/gala2014 and collaboration. Join usaswecelebrateingenuity Washington, D.C. International Trade Center Ronald ReaganBuildingand 30 April2014 AIAA Public Service AwardAIAA PublicService Educator Award M.Goldwater AIAA NationalCapitalSectionBarry Daniel GuggenheimMedal AIAA InternationalCooperationAward Emeritus Professor John E.LaGraff Founder andManagingDirector Kathie L.Olsen Engineering, SyracuseUniversity Flight Center Deputy CenterDirector, NASAGoddardSpace h Art President andFounder Abraham Karem ur Frederick“Rick”Obenschain , MechanicalandAerospace , KaremAircraft,Inc. , ScienceWorks A drone’s day in court The FAA says it will appeal a National long as they stay below 400 feet and Transportation Safety Board ruling in a out of controlled airspace,” said Missy Malaysian Airlines case that appears to clear the way for Cummings, a former Navy fighter pilot small unmanned aircraft to perform jobs and now director of the Massachusetts case stirs call for the FAA previously insisted were strictly Institute of Technology’s Humans and off-limits, from bringing beer to ice fish- Autonomy Laboratory. streaming data ermen in Minnesota to delivering Valen- The FAA promises to fight the rul- tine’s Day flowers to a Detroit suburb. ing. Even if the agency wins, un- Transmitting real-time data off airliners On March 6, an NTSB administra- manned aircraft enthusiasts said the is a technology that might have kept tive law judge dismissed the FAA’s judge’s decision shows the FAA can’t Malaysian Airlines Flight 370 from case against Raphael Pirker, who used halt commercial enterprise indefinitely. turning into one of aviation’s greatest a Ritewing Zephyr to obtain promo- Unmanned aircraft appear poised mysteries, but the technology hasn’t tional videos of the University of Vir- to play a role in agriculture, cine- been adopted because of questions ginia in Charlottesville in 2011. NTSB matography, infrastructure inspection over costs and satellite bandwidth, ruled the FAA could not fine Pirker and pizza delivery. “We might finally aviation experts say. $10,000 for failing to follow rules for be making some progress after being The idea of streaming flight data, unmanned aircraft operations when told repeatedly that entrepreneurs and cockpit audio and possibly even video the agency never established those developers can’t engage in commer- from airliners has percolated since the rules in the first place. The judge was cial activity until all the rules for un- 1990s. When a plane goes missing or unswayed by the FAA’s contention manned aircraft operations are in crashes in a remote region, the think- that existing regulations apply to all place,” said Brendan Schulman, an at- ing goes, authorities wouldn’t be rele- aircraft intended for flight, including torney who leads the unmanned air- gated to frantic searches for voice and model aircraft, by asking whether the craft systems practice group at the flight data recorders. They wouldn’t agency also intended to regulate pa- New York law firm Kramer Levin Naf- need to coax foreign governments to per airplanes and balsa wood gliders. talis and Frankel and represented release clues in their radar troves. As a result of the ruling, “people Pirker in the federal case. They wouldn’t need to tell an F-16 test could in theory go out and conduct Debra Werner pilot to go peer into the cabin of the commercial operations with drones as [email protected] jet, as in the case of the golfer Payne Stewart’s doomed Learjet flight in 1999. Authorities would immediately have at their fingertips the information stored in the plane’s black boxes — the flight data and voice recorders. The question is whether the

TeamBlackSheep.com Malaysian incident will be enough to shift the industry’s cost-benefit calcu- lus about streaming flight data. History suggests it might not be enough. The Air France crash off Brazil in 2009 also revived discussions about the technology. Investigators needed 11 months to find the flight’s voice and data recorders at the bottom of the At- lantic Ocean, notes Hans Weber, president of the aviation consulting firm Tecop International of San Diego. Air- lines and air navigation service providers reportedly objected to being At the center of the controversy: The Zephyr, a remotely controlled plane built required to adopt streaming: “Nobody by the Arizona company Ritewing. was willing to pay for that,” Weber says.

8 AEROSPACE AMERICA/APRIL 2014 The most vocal advocate for real- Aireon would not require a time streaming is Seymour Levine, a ground station, because the retired Northrop executive who was Iridium satellites pass informa- chief engineer at Northrop Grumman tion from satellite to satellite Electronic Systems Division. In 1999, he over cross-link antennas. patented a proposed system of aircraft Advocates of ADS-B say electronics and satellite links called the technology probably RAFT for Remote Aircraft Flight Re- would not have helped in corder and Advisory Telemetry system. the Malaysian case, if reports RAFT would stream flight data and prove accurate that commu- possibly audio and video to the nications equipment was in- ground to “eliminate or minimize the tentionally dismantled on the need for the costly and time-intensive plane. “Then the controllers recovery of the aircraft’s recorder,” on the ground would be Levine wrote in a 1998 paper. blind to where the plane is,” Reached at his home in California, says Don Thoma, chief exec- Levine expressed frustration that his utive officer of Aireon, the technology has not been adopted, de- company that plans to use spite decades of technical articles, Iridium for ADS-B services. speeches and coverage in the media, Levine’s technology or including Aerospace America, Wired, something like it would have and the BBC. “It could have saved told authorities what was hap- lives,” he said. pening in the cockpit before In the years since Levine first pro- contact was lost. Levine said posed his technology, efforts to keep it’s been emotional for him to connected with airliners have largely watch authorities grapple with been boiled down to the Aircraft Com- a lack of data in the Malaysian munications Addressing and Reporting case: “You know why I feel System, which transmits short text mes- bad? I feel bad because I’m sages to airline operations centers, and sure it’s going to be fixed. The systems for transmitting GPS locations, only question is whether it Long overdue? A 1999 drawing of the such as the Automatic Dependent Sur- will be in my lifetime.” Remote Aircraft Flight Recorder and Advisory veillance-Broadcast service. One version Dave Majumdar Telemetry, or RAFT System, installed on an of ADS-B would have required an air- [email protected] airliner. SMART stands for Sensor Multiplexer Receiver and Transmitter. craft like Malaysian Flight 370 to be and within range of a ground station. A ver- Ben Iannotta sion coming in 2015 from Iridium and [email protected] Google Patents

NASA Life after the shuttle program Three veterans of the space shuttle program gathered last month to share memories, and venture a bit of Mon- day morning quarterbacking about the decision to end the program. “I wish we had kept flying,” said Wayne Hale, a flight director on 40 shuttle missions and the shuttle pro- Discovery’s swan song: Delivering the Leonardo module to the space station in 2011. continued on page 13

AEROSPACE AMERICA/APRIL 2014 9 Green Engineering

Beating noise pollution

NASA researchers want to ﬁgure out how to build jets that can ﬂy supersonically over populated areas without leaving a trail of annoyed residents. Chris Kjelgaard examines the sonic-boom work performed in NASA’s High Speed Project.

To the casual observer, the sonic- concept models that would be tested idly while traveling supersonically. boom research under NASA’s High in wind tunnels. The big excitement At the front of a focused wave is a Speed Project and its precursor the Su- would come after that. mass of compressed air, called the personics Project might seem like a “The Supersonics Project and now caustic surface, that can be several hodgepodge. the High Speed Project are trying to miles wide and a few hundred feet Since 2011, microphones installed get the tools ready to prepare for a thick when it intersects with the on the ground beneath a sonic boom flight demonstration — and we feel we ground. This compressed air is the test corridor in California have have come a long way in preparation product of waves emitted tangentially recorded booms made by an F/A-18. for that,” says Jones. as the wave front races through the at- Other microphones at Rogers Dry Lake mosphere. Researchers say the over- recorded the rapidly decaying or Starting point pressure can be 10-11 pounds per “evanescent” waves typically perceived Focused sonic booms are the harshest square foot when the wave from an on the ground as a rumbling noise. and loudest to the human ear, so F/A-18 is at its most focused, or about Meanwhile, volunteers in the housing they’ve been one of the main targets for 10 times greater than the overpressure at Edwards Air Force Base, Calif., wrote the work. These booms occur when an from an F/A-18 during supersonic down details every time they heard a aircraft accelerates during supersonic cruise. sonic boom from the nearby test range. flight or when a military jet turns rap- “A focused boom might be a po- NASA has also been using the German- tential gotcha for a commercial air- pioneered schlieren photographic fil- craft,” says Ed Haering, an engineer in tering technique to image booms — NASA’s Research Aerodynamics and schlieren is German for streak, which is Propulsion Branch, which leads Arm- what a wave of compressed air looks strong’s sonic boom work. “NASA like in schlieren images. wants to understand it and pass that “The programs do all fit together,” understanding on to the commercial says Tom Jones, deputy project man- sector.” ager for the High Speed Project based NASA gathered acoustic data at the Armstrong Flight Research Cen- about these booms under an initiative ter adjacent to the Edwards range. called the Superboom Caustic Analysis “The end goal is to facilitate the ability and Measurement Program, or SCAMP. for a new speed regime to be opened Eighty-one microphones were set up for civil transportation.” in 2011 along a dirt road in the Black Researchers are now working to Mountain Supersonic Corridor in Cali- tie together findings from these proj- fornia, a test range where supersonic ects into a fuller understanding of flight is allowed. Microphones also sonic booms and shockwaves. The were flown on an aerostat floating at goal is to give engineers the knowl- 3,500 feet and on a TG-14 motor edge needed to build supersonic pas- glider. A NASA F/A-18 jet then flew senger jets that would give off weaker various supersonic flight profiles. shockwaves when operated within Caustic surfaces are of special in- certain parameters, or shockwaves terest, because if they can be kept that might be directed away from the NASA high enough above the ground, peo- ground. Rumble in the desert: A researcher adjusts ple might not hear any sonic boom at a microphone to record the short-lived Under the High Speed Project, re- “evanescent” shock waves that sometimes all. On top of that, a wave’s strength is searchers want to develop sub-scale reach the ground when planes ﬂy supersonically. “very sensitive to [aircraft] speed,” says

10 AEROSPACE AMERICA/APRIL 2014 NASA

Photographing shockwaves: A NASA F/A-18B, left, carries a camera pod on its way to photograph an F-15B, right, that will soon be ﬂying supersonically.

aerospace engineer Larry Cliatt of the Researchers want to make waves was called WSPR, for Waveforms and Research Aerodynamics and Propul- less noticeable on the ground by de- Sonic boom Perception and Response. sion Branch. A few knots of additional signing planes so the shocks produced In November 2011, NASA flew an F/A-18 airspeed can mean the difference be- by different aircraft surfaces don’t coa- jet supersonically in different flight tween a shockwave that can’t be lesce into a large wave with an N shape profiles while volunteers at home at heard on the ground and one that pro- on the graph. Ideally, the local shocks Edwards noted on questionnaires and duces a very loud boom. Perhaps air- should coalesce into a sine wave. smartphone apps whenever they craft could be designed to fly super- heard booms. Researchers recorded sonically, but at a speed that would Hearing is believing the exact times and strengths of the re- avoid producing the harshest, loudest To understand how people perceive sulting booms with microphones in- focused waves. different strength waves, NASA en- stalled at Edwards, according to NASA. One challenge under SCAMP was listed help from 100 volunteers in the To gather data about the evanes- that the F/A-18 had to produce fo- housing area at Edwards. The project cent waves that form beyond the caus- cused sonic booms at precise mo- tic surface and also at the sides of ments and locations so that re- booms, NASA undertook a project searchers could study them. NASA called FaINT, for Farfield Investigation used computational fluid dynamics of No Boom Threshold. In November and wind tunnel tests to produce algo- 2012, NASA flew an F/A-18 supersoni- rithms to calculate the speed and nav- cally and used microphones at Rogers igation required to produce those Dry Lake, part of the Edwards test booms. Armstrong researchers say the range, to record the phenomenon. algorithms proved accurate enough to Evanescent waves are sometimes achieve a high rate of success in meas- produced when a supersonic shock- uring the focused sonic booms. wave is refracted upward by the at- Researchers might now be able to mosphere, which can send evanescent tune those algorithms in another di- waves toward the ground. Under rection, so that aircraft can accelerate FaINT, researchers investigated the and cruise at speeds and altitudes that cut-off points in aircraft weight, size would minimize shockwave exposure and airspeed that caused evanescent on the ground, says Armstrong’s waves to be heard — or remain un- Jones. heard — far away from the original Researchers also must understand caustic surface. in detail the different local shocks produced by an aircraft’s nose, canopy, Seeing shockwaves wing, tail and inlets, to prevent them NASA has mounted schlieren optics in- from coalescing to form large shock- side a pod mounted on the fuselage of waves. Researchers graph the strength one of its F/A-18s. Inside the pod is a of sonic-boom waves against time, tracking camera that keeps the optics and when they do that for coalesced fixed on the sun, which is used to back-

waves they see an N shape depicting NASA light the atmosphere. A second camera two distinct spikes in intensity. This is Ground truth: Sonic boom recorders gathered captures the shockwave images, using why people often hear sonic booms data while residents at Edwards Air Force Base, sunlight to backlight the atmosphere. Calif., noted reactions to the booms. The dog- as two bangs: they hear one spike of house contains SNOOPI, short for Supersonic The images are ready as soon as the the N quickly followed by the second. Notiﬁcation of OverPressure Instrumentation. image is taken on the aircraft.

AEROSPACE AMERICA/APRIL 2014 11 Green Engineering

NASA Armstrong continues to also conducted sonic-boom imaging flights led to NASA releasing three flight-test this Airborne Schlieren Im- experiments using two other schlieren schlieren images last September; how- aging System. Work on it began in techniques. ever, these images were subsequently 2000, seven years after NASA re- One, called Background Oriented taken off line because of unspecified searcher Leonard Weinstein used Schlieren, has been used in the past security concerns. ground-to-air schlieren photography by other NASA researchers for airflow Ernest Arvai, president of aero- to produce images of the shockwaves studies; NASA Armstrong plans to space consultancy The Arvai Group, produced by a Northrop T-38 Talon publish findings from this supersonic says the images could hint at the pos- trainer in supersonic flight. wave-imaging work later this year. sibility of defeating stealth by applying Schlieren photography requires a The other, a new Ground-to-Air software to analyze variances in the backlighting source — usually the sun Schlieren Photography System, yields refractive indices of the pixels in high- in NASA’s sonic-boom experiments — schlieren images without the need for resolution, ground-to-air schlieren im- and a knife-edge placed at the focal a knife-edge in the optics. GASPS was ages. “If you put together synthetic point of the lens. This aligns all in- developed for NASA by MetroLaser, a schlieren [analysis] with gigapixel- coming light into parallel waves and small company in Laguna Hills, Calif., camera technology, you’ve potentially blocks out about half the light enter- specializing in laser measurements got something that’s interesting as a ing the camera. Since shockwaves and diagnostics. stealth eliminator,” Arvai says. produced by an aircraft traveling su- GASPS requires the aircraft to be Jones says NASA Armstrong hopes personically create different densities flown supersonically along a precise to use schlieren techniques to help in the air, and light is refracted differ- trajectory to eclipse the sun in the field validate its computational fluid dy- ently through each density, supersonic of view of a ground camera. The sun, namics models and wind-tunnel test- shockwaves show up as dark and light the aircraft and camera must all be ing of supersonic shockwaves. bands in schlieren images. aligned at the same moment. This is Chris Kjelgaard In the past two years, NASA has not a trivial task, says Jones. GASPS [email protected]

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12 AEROSPACE AMERICA/APRIL 2014 continued from page 9 gram manager during the years when we could have” launched missions is that we didn’t get to build the sec- the program’s fate was debated. “like once or twice a year, just to have ond-generation shuttle that maybe “We’re in a democracy. We have cer- it there, but that didn’t happen.” would have corrected some of the de- tain limits of our resources,” he added. Looking to the future, Magnus said ficiencies, taken the things that we Hale participated in a panel dis- lots of preparations will be needed to learned about how to turn vehicles cussion, “Space Shuttle Missions and get ready for the next American hu- around more efficiently and fly them Memories,” together with Bob Crip- man-rated launcher, given the gap be- more cost effectively. That to me is the pen, who flew on the first shuttle mis- tween the shuttle and the new pro- real shame.” sion in 1981, and Sandy Magnus, who gram. “There’s a lot of skill sets and Hale said the shuttle program was in 2011 was a mission specialist on the corporate knowledge and things like a big step toward routine human last shuttle flight. Magnus is now exec- this that you would hate to lose, and spaceflight, even though the program utive director of AIAA. we lost some of that — for example, topped out at 10 missions in 1985 and Hale told the audience of Smith- the people that worked during the dy- never met early promises of dozens of sonian supporters at the Udvar-Hazy namic phases of launch and under- flights a year. “I’ve talked to a number Center outside Washington, D.C., that stand that, or the people who did of folks that were in program manage- the orbiters had lots of life left in these amazing things to these very ment in those early days and making them. Before the 2003 Columbia disas- complex shuttle engines,” she said. the decisions on the configuration, ter, “we were planning to fly the shut- “So now we’ll have to rebuild some of and they never believed” that rate was tle past 2020, and certainly the system that as we move forward.” possible, he said. “They did think could have done that,” Hale said. The reason to keep flying would something on the order of 15 to 20 Crippen said stopping the program have been to avoid such a gap, Hale might be possible.” Ben Iannotta wasn’t the only option: “I think maybe said. “I think the real disappointment [email protected]

Lifetime Member Norman Bergrun on celebrating his 60th year as an AIAA member:

“ My interest in aerospace is lifelong and I expect to continue making contributions .... The Lifetime Membership opportunity ... provided expression for my everlasting interest in and association with aerospace.”

For those with established careers, Lifetime Membership demonstrates an ongoing commitment to your chosen profession. The cost is $1,725*, equivalent to 15 years of annual dues, and several convenient payment plans are available. (*$1,875 for Associate Fellows; $2,190 for Fellows) Whether you are just getting involved, need to be involved, or want to stay involved, AIAA Lifetime Membership is for you.

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AEROSPACE AMERICA/APRIL 2014 13 Honoring Achievement: An AIAA Tradition

AIAA is proud to recognize the very best in our industry: We celebrate our industry’s discoveries and achievements those individuals and teams who have taken aerospace from the small but brilliantly simple innovations that affect technology to the next level ... who have advanced everyday lives to the major discoveries and missions that the quality and depth of the aerospace profession ... fuel our collective human drive to explore and accomplish who have leveraged their aerospace knowledge for the amazing things. For over 75 years, AIAA has been a beneﬁt of society. Their achievements have inspired us champion to make sure that aerospace professionals are to dream and to explore new frontiers. recognized for their contributions. AIAA congratulates the following individuals who were recognized from October 2013 to March 2014.

AIAA Aerospace Guidance, AIAA History Manuscript Award Navigation, and Control Award Lawrence Benson Bernard Etkin Air Force Historian (retired) University Professor Emeritus Albuquerque, New Mexico University of Toronto Ontario, Canada

AIAA Aerospace Design AIAA Intelligent Systems Award Engineering Award Heinz Erzberger Michael Benjamin Senior Scientist, Aviation Systems Division Senior Engineer NASA Ames Research Center GE Aviation Moffett Field, California Cincinnati, Ohio

AIAA Dryden Lectureship in Research AIAA Lawrence Sperry Award Mark J. Lewis Kimberley Clayﬁeld Director Executive Manager, Space Sciences and Technology The Science and Technology Policy Institute Commonwealth Scientiﬁc and Industrial Research Institute for Defense Analyses Organisation (CSIRO) Alexandria, Virginia Canberra ACT Australia

AIAA Durand Lectureship For AIAA Mechanics and Control Public Service of Flight Award Scott Pace Maruthi R Akella Director, Space Policy Institute Associate Professor, Aerospace Engineering and Elliott School of International Affairs Engineering Mechanics George Washington University University of Texas at Austin Washington, D.C. Austin, Texas

AIAA Gardner-Lasser Aerospace AIAA Pendray Aerospace Literature History Literature Award Award William Clancey Wassim Haddad Senior Research Scientist Professor of Aerospace Engineering Florida Institute for Human and Machine Cognition Georgia Institute of Technology Pensacola, Florida Daniel Guggenheim School of Aerospace Engineering Atlanta, Georgia

Dr. Kimberley Clayﬁeld (right), 2014 recipient of the Lawrence Sperry Award, Dr. Antonio Elias, 2014 von Kármán Lecturer. with Dr. Michael West (left), Chair of the AIAA Sydney Section.

AIAA Structures, Structural AIAA Foundation Abe M. Zarem Dynamics and Materials Award Award For Distinguished Daniel Inman Achievement—Astronautics “Kelly” Johnson Professor and Chair Eliseo Iglesias Department of Aerospace Engineering University of Texas at San Antonio University of Michigan San Antonio, Texas Ann Arbor, Michigan

AIAA Survivability Award AIAA Foundation Abe M. Zarem John M. Vice Educator Award—Astronautics President Harry R. Millwater, Jr. Skyward, Ltd. University of Texas at San Antonio Hendersonville, North Carolina San Antonio, Texas

AIAA von Kármán Lectureship ASEE/AIAA J. Leland Atwood Award in Astronautics Mark D. Maughmer Antonio L. Elias Professor Executive Vice President and Chief Technical Ofﬁcer The Pennsylvania State University Orbital Sciences Corporation University Park, Pennsylvania Dulles, Virginia

AIAA Foundation Orville and Thank You, Nominators! Wilbur Wright Graduate Awards AIAA appreciates your time and effort in preparing Luis P. Zea the nomination package! University of Colorado-Boulder Boulder, Colorado Michael Bailey Peretz Friedmann Dan Cyphers Anthony Gross G. M. T. D’Eleuterio Anthony Springer Christopher D’Souza Michael West Daniel Cuppoletti Todd Farley Vigor Yang University of Cincinnati Cincinnati, Ohio

14-237 Test time for seamless wings

The small company FlexSys predicts that its jointless, flexible flight also exposed to harsh chemicals, ultra- control components will slash aircraft fuel costs by reducing drag — violet light and temperatures ranging from -60 to 160 degrees Fahrenheit. and soon the company will have the chance to prove it. Erik Schechter “We checked all the boxes,” Kota says. looks at the flights that could brighten the future of seamless wings. Elusive goal Aerospace engineers have long sought Engineers at NASA’s Armstrong Flight bend the wing’s flaps and trailing edge to develop shape-changing wings, but Research Center in California are in the -9 to 40 degrees, according to FlexSys. success has been elusive. In the 1980s, process of replacing the standard me- On each wing of the Gulfstream, a Air Force Flight Dynamics Laboratory chanical flaps on a Gulfstream 3 busi- FlexFoil will be connected at the rear researchers flew a Mission Adaptive ness jet with jointless, seamless flaps wing spar. Wing on an F-111 Aardvark. This ex- for a series of flights starting in July. The compliant structure distributes perimental wing proved aerodynami- The flaps were created by the 12- stresses through the structure, unlike cally superior to regular wings, but it person company FlexSys of Ann Ar- the focused stress one sees in a relied on a complex set of gears and bor, Mich., using a technology it calls “lumped compliance” design like the links that added weight to the plane FlexFoil. The flaps will be tested un- plastic hinge of a shampoo bottle top, and made maintenance difficult. der an Air Force-NASA initiative called explains FlexSys CEO and founder Likewise, in the mid-to-late 1990s, the Adaptive Compliant Trailing Edge Sridhar Kota, a professor of mechani- a Northrop Grumman team used project, or ACTE. cal engineering at the University of piezoelectric motors — which affect Proponents say the technology has Michigan. Distributing stress is a key tension when an electric current is ap- enormous potential, and not just as to making the FlexFoil tough, he says. plied — along with shape memory al- add-ons like in the Gulfstream tests. During product development, loy tubes to twist a wing. This worked The technology could be incorporated company engineers subjected the flex- to a certain extent, but the technology into wing designs from the start to cre- ible wing to twice the standard num- was not suited for a wide range of mo- ate flexible leading and trailing edges, ber of cycles a mechanical wing tion. “You need a number of such and it could be used in rotor blades would normally see in its lifetime and piezo actuators to effectuate a large and even windmills. at twice the expected load, that is, at deformation like the kind you’re look- “If I had to put [its significance] on 24,000 pounds. The FlexFoil wing was ing for in an aircraft wing,” Kota notes, a scale of 1 to 10, it’s probably an 8 or a 9,” says Fayette Collier, an aerospace engineer who runs the NASA Environ- mentally Responsible Aviation Project, FlexSys which is funding the test flights with the Air Force. Unlike traditional wings, which are rigid affairs with hinged flaps and lots of drag, a wing with FlexFoil flaps will be a seamless structure that can quickly change shape in mid-flight. Inside each FlexFoil structure is a flexible, jointless lattice made from “an aerospace-grade material” that FlexSys won’t identify for fear of running afoul of the U.S. International Traffic in Arms Regulations. Hydraulic actuators push and pull this compliant lattice to morph the structure into the shape required by flight conditions. A few Long hiatus: A flexible wing segment was tested in 2006 by hanging it from Scaled Composites’ White small strains on the mechanism can Knight plane. FlexSys plans to resume flights in July by attaching flexible flaps to a NASA Gulfstream 3.

16 AEROSPACE AMERICA/APRIL 2014 adding that the shape memory material lacked stiffness. There are other wing design ef- Look, no “drag bucket” forts as well — for instance, the X-56A Multi-utility Aeroelastic Demonstra- FLAP tion. But the X-56A is aimed at testing 1.2 DEFLECTION a technique for actively suppressing ANGLES (degrees) wing vibrations called flutter. “FlexFoil is the world’s first seamless, hinge-free 1.0 F -5.0 wing whose edges morph on demand F 0.0 to adapt to different flight conditions,” F 10. 0 0.8 says Thomas Rigney, a NASA mechan- F 2.5 F 5.0 ical engineer and manager of the F 7.5 ACTE project. “It’s a real game- 0.6

changer technology.” Lift coefficient If validated in upcoming flight tests, FlexFoil could save operators of 0.4 transport aircraft hundreds of millions of dollars a year in reduced fuel burn, 0.2 says mechanical engineer Don Paul, former chief scientist in the Air Force Research Lab’s Air Vehicles Directorate 0.0 in Ohio and now a consultant for 2 4 6 8 10 12 14 -3 FlexSys. Although it would be pricey x 10 to replace old flaps, those who do so Drag coefficient would earn back their money within FlexSys three years, he predicts. Second-tier Flight tests in 2006 showed a near constant drag coefficient for a test article airlines flying older jets would see an flown on the Scaled Composites White Knight plane. With conventional planes, even greater return on their invest- the drag coefficient increases the farther the flap deflects from zero degrees. ment, because “old wings were not designed as efficiently as the new wings,” Paul adds. that his compliant structure could be wind tunnels at the University of FlexFoil also could reduce noise scaled up to the macro level, and he Michigan and Ohio State University. levels during landings by as much as began thinking about airfoils and how Then, in 2005, they and Air Force lab 40 percent, because there would be at high speed, a little change in shape researchers conducted more advanced no gap between wing and flap. Kota goes a long way. However, Kota sat wind tunnel tests at the Subsonic says that would be particularly impor- on his idea for more than a year, un- Aerodynamic Research Laboratory at tant as people build homes closer and sure if anyone would be interested in Wright-Patterson, says Peter Flick, an closer to airports. it. Then in 1994, after reading an arti- aerospace engineer and the Air Force cle about the Mission Adaptive Wing, lab’s program manager for supporting From drawing board to runway he finally placed a call to the Air Force FlexSys. Kota began looking at compliant Research Lab. The grant and the wind tunnel structures in the early 1990s while It turned out that the Air Force sci- tests culminated in multiple flight tests working in what was then the new entists were very interested in Kota’s in 2006. The team affixed a 36-inch field of micro-electro-mechanical sys- idea and called him in to expound on span of FlexFoil to the bottom of the tems, or MEMS. He was addressing an it. “I had a great meeting. They said, Scaled Composites Model 318 White optical switching application for ‘Wow! This is great. It’s a refreshingly Knight test aircraft and tested the com- telecommunications, and he needed a different idea than what we’ve been pliant structure under more realistic very thin structure — only a few mi- working on,’” he recalls. temperature and flight conditions crons wide — to lift a microscale mirror A couple of years later, the Air above the Mojave Desert. The test off a plane and tilt it in three dimen- Force lab awarded Kota a Small Busi- item was able to morph from -10 to 10 sions. After much trial and error, he ness Innovation Research grant. In degrees. “We were very happy [with developed a one-piece deformable 2001, he formed FlexSys. With back- the results], but we realized that that structure that worked better than a ing from the Air Force, company engi- was not enough to transition the tech- jointed mechanism. neers developed a 3-foot-long test ar- nology to a real aircraft application, Not long afterward, he realized ticle whose performance they tested in because it was relatively small scale

AEROSPACE AMERICA/APRIL 2014 17 All AIAA Fellows and Honorarryy Fellows are cordially invited to the AIAA Fellows Dinner and it wasn’t a critical surface on the aircraft,” Flick says. Tuesdauesday, 29 ApA pririll20 2014,4, at the A long series of flight tests fol- Hyatt Regency Crryystalal Cityity, Arlinington, VAVA lowed, and in 2009 the team received a Small Business Innovation Research- 3 grant for the activity. The next step Please help us celebrate the will be the ACTE flight test, which will 2014 Fellows and Honoraryry Fellows have a modified Gulfstream 3 fly with two FlexFoil-equipped wings at NASA 2014 Honorarryy Fellows Armstrong. This will determine whether computational fluid dynamics Edward Greitzer models predicting 5 percent to 12 per- Paul Kaminski cent fuel savings will bear out. In gen- George Muellner eral, program officials are optimistic about ACTE, but they are also not tak- 2014 Fellows ing any chances. They chose the business jet as a test bed because, besides Joao Luiz Azevedo Deborah Levin having large flaps and being capable Neal Barlow Meng-Sing Liou of transonic flight, “the aircraft was ca- Steven Battel Robertrt Lucht pable of taking off and landing with- John Blanton JefffferyrJ y Puschell out the flap deployed,” Flick says. John Brophy David Riley Flight testing is set to begin in July Tom Crouch Zamik Rosenwaks and continue through February of Michael Delaney Daniel Scheeres next year. In the meantime, test pilots Eugene Dionne Bob Schutz are undergoing training in a simulator Song Fu Sergey Surzhikov at Armstrong in order to get used to John Kim James Vosso the FlexFoil wings. NASA engineers David King Richard Wahls also are putting the ACTE through Roger Krone Andres Zellweger ground vibration tests to make sure Dimitris Lagoudas the wings won’t be damaged by flutter. This entails suspending a FlexFoil wing by bungee cords from horizontal Reception: 6:30 pm beams and vibrating it to “find out Dinner: 7:15 pm what its natural frequencies are,” says Attire: Business NASA Armstrong’s Rigney. As for the flight testing regime, the To register online and for more inforrmmation, please Gulfstream 3 wing won’t actually flex visit: wwww.a. iaa.org/FellowsDinner2014/ in mid-air, because building real-time Or mail your check to: actuation was deemed too expensive. AIAA/Fellows Dinner Instead, officials have decided that the 1801 Alexander Bell Dr., Suitu e 500 wing will be set at a different angle Reston, VA 20191191 each time the jet goes up, Collier says. Looking to the future, FlexSys and TiTickets are $140 Boeing have submitted a joint proposal For guests of the Fellows and Honorarryy Fellows, to the Air Force lab to retrofit a KC-135 we invite you to attend the “Meet and Greet” social Stratotanker with FlexFoil trailing edges on Tu Tuesday from 1:00–2:30 pm. Meet other guests to measure fuel savings. But Kota and and chat with the hotel’s concierge about local company are also looking to bring their restaurants and shopping. technology to new aircraft, a move that Paul expects will influence new wing designs. “If you tell a wing designer, ‘I got this technology that lets you droop your leading edge and droop your trailing edge any time you want,’ well, that changes the way you think about your wing,” he says. 14-239 Erik Schechter [email protected]

18 AEROSPACE AMERICA/APRIL 2014 Books

The man behind the icon

“Neil Armstrong: A Life of Flight,” by Jay Barbree

Reviewed by Craig Covault Highlights from the book: Some space experts might take issue with a few terms in Barbree’s NBC space correspondent Jay Bar- ■ Emergency escapes: 416-page book, such as use of the bree’s “Neil Armstrong: A Life of The volume provides new details word “flames” in reference to the lu- Flight,” set for release on July 8, on how Armstrong nursed his nar module rocket engines — which places the famed test pilot and astro- badly damaged Navy Grumman actually had flameless plumes that naut in the broad context of the Cold F9F Panther jet back to friendly burned invisibly. Outweighing any War era. In parallel, the book fo- lines for a safe ejection after a flaws, however, are Barbree’s excel- cuses on his friendships, drawing a North Korean anti-aircraft cable lent descriptions of missions such as portrait of Armstrong at closer range severed the plane’s right wing. as well. There is also a discussion detailing Barbree has covered every NASA the failure sequence that would manned space mission and was a later necessitate Armstrong’s ejec- “His rocket was now shaking friend of the astronaut for more than tion from a lunar landing training and twisting his limbs as 50 years. vehicle. did that old bicycle, and he Emerging clearly in Barbree’s nar- managed a quick laugh ■ rative are Armstrong’s humility and Astronaut decision: remembering how his dog integrity — bedrock values that re- While still flight testing the X-15, Skip would run along mained with him throughout his life. Armstrong chose not to apply to The well-illustrated volume also con- become one of NASA’s original barking…he loved that dog.” veys the importance he placed on seven astronauts. Barbree writes Jay Barbree excellence in flight. that Armstrong questioned that decision after seeing Project Mercury develop. He successfully applied for the second astronaut group, the 10 manned Gemini flights, includ- “The New Nine.” ing Gemini 8’s launch on a Titan 2 carrying Armstrong and Dave Scott. ■ Edwards test piloting: The two astronauts were bound for Armstrong helped save a badly docking with an Agena spacecraft, an damaged B-29 at Edwards Air effort they had to abandon in a life- Force Base, Calif. Barbree also de- threatening emergency. According to scribes an X-15 flight in which Barbree, the ascent atop the Titan Armstrong accidentally skipped off rocket reminded Armstrong of riding Earth’s atmosphere, flying past Ed- his old bike down [a] rutted road wards’ lakebed landing strip at when he was 12 or 13, bouncing Mach 3 and 100,000 feet, unable to along to his job. The author writes, reverse course until he reached “His rocket was now shaking and Pasadena. twisting his limbs as did that old bicycle, and he managed a quick laugh ■ The dearth of photos of Arm- remembering how his dog Skip strong on the Moon: would run along barking… he loved Armstrong told Barbree that no one that dog.“ should blame Buzz Aldrin for that, Barbree also writes that Arm- because Armstrong had the camera strong, who died on Aug. 25, 2012, and it was not Aldrin’s job to take often said that any one of his fellow photos. Armstrong said he person- astronauts or test pilots could have ally liked the image Aldrin took of led Apollo 11 and placed humanity’s him packing lunar samples. first footsteps on the Moon.

AEROSPACE AMERICA/APRIL 2014 19 NASA’s asteroid hunter

If there’s a space rock out there that might threaten Earth, it’s Lindley Johnson’s job to make sure NASA and a large supporting cast of astronomers ﬁnd it, calculate its trajectory and predict its composition and shape. Lately, though, the retired Air Force lieutenant colonel has assumed an additional role in his position as NASA’s Near Earth Objects program executive. He’s helping NASA identify the asteroid it should go after in the proposed Asteroid Retrieval Mission, which calls for hauling a space rock back to lunar orbit so astronauts can travel to it and study it. Johnson spoke to Ben Iannotta in his oﬃce at NASA headquarters about asteroids, Chelyabinsk and the latest thinking on ARM. Ben Iannotta/Aerospace America Ben Iannotta/Aerospace

How has your Air Force career ing satellites. I became the officer I got a lot of experience in high preci- affected your work here? who was responsible for doing reen- sion orbit tracking and determination My Air Force career and almost try predictions of debris and large and experience in using optical facili- my entire life provide background satellites. At that time, the Russians ties for tracking things in space. and experience that I think is very had their radar satellites with their ra- key to this job. I was in Air Force dioactive power supplies. What technologies don’t you have ROTC [Reserve Officers Training that you’ll need for the ARM mission? Corps] in college. As opposed to my There was that one that came down The science mission directorate’s college professor whose interest was in Canada. part of ARM is in identifying and char- cepheid variables and measuring the I didn’t work the one in Canada acterizing what may be the potential distance to galaxies, I wanted to stay because I wasn’t in the service yet. But object that would be brought back. a lot closer to home. My interest is I worked one after that, Kosmos 1402, We are using our existing near Earth with planetary astronomy, particularly the one that ended up coming down in object observation network to do that. in orbit determination. I was in the the South Atlantic. That got excitement In the kind of timeframe we’re talking Space Computation Center in and headlines, because of the Canadian about, there’s not enough time to de- Cheyenne Mountain in the ’80s track- event that occurred a few years earlier. velop additional technology or even

2ä AEROSPACE AMERICA/APRIL 2014 Interview by by Ben Iannotta

to be able to put up a space-based as- tates that the mass be smaller. So we these are very small objects, they have set, which would be the most benefi- have a list of very small asteroids that to be close to Earth for us to see them. cial thing for detecting and tracking we’re looking at for the reference mis- We have to have a rapid response ca- near Earth asteroids. sion – the initial concept – and then pability: Once we detect the object, we have a list of asteroids that we’re getting more follow-up observations, Will this new DARPA Space Surveil- looking at for alternative approach. getting the orbit nailed down, then lance Telescope in New Mexico help observations to characterize its size, you identify candidates? So there has to be a decision made shape and composition. We’ve got to The Space Surveillance Telescope on which of these to do? get larger telescopes on it, do spec- is one of the things that we were al- And that’s the work that’s going troscopy, and also hopefully radar, us- ready looking at bringing into our line on right now – to look at the pluses ing our two planetary radars, one at of assets. The team that worked with and minuses. What would be the ben- Goldstone and one at Arecibo. DARPA to build that asset is the same efits to not only the human explo- team that has been running our LIN- ration mission but also science of Rapid response being look at it, EAR [Lincoln Near-Earth Asteroid Re- these various concepts? But also, one characterize it – search] asteroid search program since of the other objectives is demonstra- We have to understand what 1998 – the very same guys. So they are tion of a capability for planetary de- we’re dealing with as rapidly as possi- very up to speed on what it takes to fense – deflection of an asteroid if we ble. Over on the mitigation side of bring such an asset onboard into our ever had to do that – testing at least planetary defense, some of the tech- network for detecting and tracking as- the operations and techniques that niques that you might need to go up teroids. This last year they did some you might use. And so both those and interact with this object, go up and initial testing on the asteroid detecting concepts are being assessed. That is deflect it, move it around, could be capability, and we have some addi- one of the figures of merit: What ben- tested as a part of the robotic space- tional testing to complete that phase. efit does it bring to the planetary de- craft’s operation to grab this object and We hope to make it a routine contrib- fense issue? bring it back. One could say that inter- utor to providing observations. The acting with a larger object may be of one thing about the Space Surveil- So, the reference approach, a sub-10- more benefit than this 10-meter one lance Telescope, though, is that the meter asteroid – that we aren’t concerned about at all. plans are to move it to Australia in a Something that small we would But there are things that could be done year or two. That would take it down not typically worry about because the both ways, and the ARM mission for 18 months or so, but when it goes Earth’s atmosphere protects us from needs to be driven more by what is up in Australia we’d have that capabil- those small asteroids. Chelyabinsk was possible to do to achieve the human ity in the Southern Hemisphere, which probably about 20 meters in size. Now spaceflight goals that it has. we sorely need – a good Southern it did some damage by a blast wave Hemisphere asset. So there’s pluses breaking a bunch of windows and Is it still 50-50 on each ARM option, and minuses there. getting people cut by glass, but other reference or alternative? than that there were no effects on the They’re still both in the running. Where are you in terms of selecting ground. So it takes an object probably That’s all I can say right now. We’ve candidates? 25, 30 meters, certainly larger than a got to have a whole integration team There are candidates that we’re Chelyabinsk object, before we get setting up figures of merit to be able looking at now for the reference mis- worried what the impact effects might to assess the two concepts. sion, but we’re also looking at an al- be. But prior to Chelyabinsk we were ternative approach to go to a larger as- saying that we didn’t have to worry Has there been a serious discussion teroid, one that we are better able to about anything smaller than say 30, 40 about showing how you would characterize prior to the mission. We meters in size. Chelyabinsk has caused change an asteroid’s orbit? would pick up a large boulder off of it us to want to reassess that a little bit. Sure, we’ve got a couple concepts and bring that back. The size of the that proposals have been developed object would be roughly the same. For ARM, what would be the link to for that we’ve been working on. One Maybe a little smaller on the pickup of planetary defense? is a JPL program called ISIS [Impactor the boulder. The larger asteroids – The techniques and capabilities for Surface and Interior Science] They thank goodness – are usually further that we are using and enhancing in- would do their demonstration in coor- away from the Earth, and so the en- crease our ability to detect and charac- ergy needed to bring it back necessi- terize any hazardous object. Since continued on page 2

AEROSPACE AMERICA/APRIL 2014 2£ Tech Forecast: Airborne intelligence growth

The military airborne intelligence, surveillance and reconnaissance market will continue to grow over the next eight years for U.S. companies, but that doesn’t mean there will be no pain for businesses in some ISR segments. Teal Group analyst David Rockwell gives his company’s forecast.

Even as the U.S. brings forces home Reapers already in service, and Block than in the unmanned segment. The from Afghanistan, the overall airborne 30 Global Hawk production ending manned EO/IR market will grow at a intelligence, surveillance and recon- early, spending might shrink some- modest 0.6-percent compound annual naissance market will continue to grow what for EO/IR systems on unmanned growth rate from fiscal 2013 to 2022, through fiscal 2022, although more planes, with a shift of funding toward or $911 million rising to $974 million. modestly than over the past 10 years. maritime patrol and over-sea mission But if manned fighter and attack This forecast is assembled from in- sensors. helicopter targeting systems are in- dividual funding forecasts for all major In addition, new technologies like cluded — they share much ISR technol- research and development and pro- wide field-of-view and hyperspectral ogy — the manned EO/IR market would curement programs. It shows continu- imaging have a strong future, based be worth more than four times the un- ing growth for electro-optical and in- on comments by defense officials. manned aircraft market in fiscal 2013. frared video cameras and associated Development and production of in- This should put unmanned aircraft equipment; cloud-piercing synthetic creasingly sophisticated sensors for mini sensors in some perspective: They will aperture radars; unmanned aircraft and nano tactical unmanned aircraft be the fastest growing segment of the and traditionally piloted ISR planes. will continue. The sensing capabilities EO/IR market over the next decade, Only the airship and aerostat markets on larger unmanned craft will trickle but there are still a lot of inexpensive are forecast to decline substantially. down to smaller aircraft. Spending on off-the-shelf sensors going on these The overall continuing growth sensors for unmanned combat air vehi- unmanned planes today, and the total won’t equate to an entirely smooth cles should surge in the out-years. value is not as large as many think. ride for the industry. There are signs of The spending won’t be uniform challenges. In late 2013, FLIR Systems, within the EO/IR market. It will grow Tactical reconnaissance revival? Inc., long a darling of Wall Street, an- more slowly in the manned segment The market for cameras on tradition- nounced plans to close up to six sites in the U.S. and Europe and consolidate its optics and laser manufacturing businesses. The company cited lower-than- expected sales and “ongoing uncertainty in the U.S. government.” U.S. Air Force As aircraft numbers continue to decline through retirements and reduced future procurements, more funding will be devoted to sensor upgrades for legacy aircraft and for in- stalling better sensors on smaller numbers of new aircraft. Electro-optical and infrared video camera turrets are the default sensors for the vast majority of unmanned planes. The forecast shows steady growth in near-term EO/IR system funding, rising from $694 million in fiscal 2013. Production has now ramped up for the Army Gray Eagle unmanned planes, and we expect continuing orders beyond current plans. But with hundreds of Air Force Predators and Steady growth: A Multi-Spectral Targeting System camera on a remotely piloted plane.

2Ó AEROSPACE AMERICA/AP RIL 2014 ally piloted fighter planes has been tography system for world markets, the Airborne Standoff Radar, and the one of the only consistently declining superseding BAE’s airborne reconnais- Multi-Platform Radar Technology Inser- EO/IR markets since the Cold War, sance systems. tion Program, and this spending is with tactical reconnaissance systems likely to continue. Large traditionally retired en masse in the 1990s, includ- Radar market piloted radar planes will be retained, ing several hundred Air Force RF-4Es. Sophisticated radars will be the main including Joint STARS; the Navy’s P-3Cs The next blow was the shift from ex- future competitor to EO/IR video equipped with the AN/APS-149 radars; tremely high-resolution film cameras cameras, because their radio signals and the new P-8A with Advanced Air- to lower-resolution, but more accessi- can penetrate all weather. They can borne Sensors. But the heyday is over ble, digital cameras. Many nations be operated in synthetic aperture for small radars, including Raytheon’s kept their old film cameras until retire- radar imaging mode, or they can de- Advanced Synthetic Aperture Radar ment, when they acquired either a tect the location of moving objects by System-2 on U-2 spy planes. much-reduced replacement fleet or in the Doppler shift in radar most cases simply retired their fighter reflections in moving-tar- tactical reconnaissance capability. get-indicator mode. His- In the view of some, the advent of torically the radars unmanned planes has reduced fighter aboard large manned air- U.S. Air Force reconnaissance almost to irrelevance. craft such as the Joint In fact, a core capability continues, Surveillance Target At- and the U.S. Navy especially has tack Radar System — Joint newish systems for carrier-borne Hor- STARS — planes have had nets and Super Hornets — remember, limited resolution and the X-47B is an experimental un- limited uses for targeting manned jet and there still is no carrier- and narrow-field-of-view based equivalent to the Hornets. spot surveillance, but this The Defense Department pivot to is changing. A canoe fairing protects the radar carried by an E8-C Joint Surveillance Asia may rejuvenate tactical reconnais- Radar research has Target Attack Radar System plane. Radars could challenge video cam- sance, as most unmanned planes are been well funded since eras for roles in targeting and surveillance. defenseless in contested airspace, the wide-field-of-view known as “anti-access, area denial air- surveillance needs in Afghanistan re- Funding will remain for a while for space” in U.S. military parlance. Though placed narrow-field-of-view road re- smaller radars for helicopters, includ- extremely high-altitude and stealthy un- connaissance and targeting require- ing the Telephonics AN/APS-147 and manned aircraft might be able to fly ments in Iraq. Sierra Nevada’s EO/IR AN/APS-153 radars on the Navy’s MH- over such airspace, and satellite use has wide-field-of-view Gorgon Stare pods 60R Seahawks. But unmanned aircraft grown, there will be growing emphasis on a limited number of Air Force will be the next major radar market for on at least the ability to provide quick- Reaper unmanned planes have been small radars. Funding will shrink reaction tactical ISR, both from carriers followed by several new research, de- quickly for small radars on traditional and from land bases. velopment, test and evaluation pro- piloted aircraft once the AN/APS-153 So far, there are no major new tac- grams involving radar. With their ac- production ends in a few years, until tical reconnaissance pods in the un- knowledged all-weather advantage, production takes off for Advanced Air- classified budget, and our conserva- these newer systems only need im- borne Sensors on the P-8s. tive forecast reflects this. But we provements in resolution, and in pro- Radar funding for unmanned air- believe there might be substantial cessing, exploitation and dissemina- craft will rise every year, at least funds for them in classified budgets tion, to match many EO/IR through fiscal 2020, on all sizes of un- and if so, there’s potential for growth. wide-field-of-view benefits. In the fu- manned planes. Funding will be Only two major tactical reconnais- ture, radar imaging resolutions may buoyed by production of the Air Force sance players survive, United Tech- improve enough to replace EO/IR Multi-Platform Radar Technology In- nologies Aerospace Systems, which in- even for primary sensing aboard sertion Program radars for the Block cludes the former Goodrich, and BAE medium and smaller aircraft. But this 40 Global Hawks. If the Block 40 pro- Systems, both of which have gone stage is likely many years off, and gram is truncated, as military officials through several mergers, acquisitions radar imaging will probably remain reportedly have discussed, expect a and restructurings. United Technolo- more expensive. delay but eventual domination by un- gies’ DB-110 still-photography pod, Hundreds of millions of dollars manned aircraft radars, because long- developed by Goodrich, has become have already been devoted to major endurance unmanned planes are ideal the primary long-range oblique pho- radar programs such as Joint STARS, for the all-weather radar.

AEROSPACE AMERICA/APRIL 2014 23 Airships deﬂate June 2010, the Army awarded With ISR for both manned and un- a $517-million contract to manned aircraft predicted to remain Northrop Grumman — cho- U.S. Army important, the forecast calls for a ten- sen over Lockheed Martin — uous future for airships and aerostats, to develop the Long En- which saw a huge surge in funding durance Multi-intelligence Ve- during the war in Afghanistan. In May hicle, planned as a medium- 2012, about 90 aerostats were operat- sized hybrid airship that ing in Afghanistan, up from barely a would combine aerodynamic handful in 2008. About 120 were op- lift with lift from helium to de- erational by late 2012. By early 2013, liver a three-week endurance. the Army was considering combining In April 2013, following A Joint Land Attack Cruise Missile Defense Elevated Netted Sensor elements of the existing Persistent “technical and performance System, or JLENS. Plans to fly the radar-equipped aerostats near Ground Surveillance System aerostat challenges,” the Army de- Washington, D.C., are uncertain. program with the Persistent Threat cided to discontinue the pro- Detection System aerostat program to gram, with nearly $60 million bud- around airports to protect airliners create a unified Persistent Surveillance geted in fiscal 2014 for the from shoulder-fired rockets, an idea System-Tethered program. “disassembly and disposal of” the de- that conjured comparisons to London The budget request for 2013 shot velopmental airship. The Air Force in and the Battle of Britain. Wiser heads down many aerostat and airship pro- 2012 cancelled a similar program, the prevailed. grams. Research, development, test Blue Devil Block 2 airship, named for But the southern border with Mex- and evaluation funds were lowered its proposed sensor package. ico offers a much less conspicuous dramatically and funding was can- The Air Force’s Integrated Sensor area for operating aerostats and air- celled for several key programs. In Is Structure airship program also ships, and there is a good chance foundered, with $21.0 million of fund- some of the surplus Army craft will be ing scheduled in fiscal 2013 and moved there. On the other hand, a $2 million-$3 million per year through media storm was touched off last year fiscal 2016. It was a major scaling when news broke of a plan to fly a CONNECT back from the vision in 2009, when pair of radar-equipped aerostats, the Defense Advanced Research Proj- called a Joint Land Attack Cruise Mis- AND NETWORK ects Agency awarded Lockheed Mar- sile Defense Elevated Netted Sensor tin Skunk Works a $400-million con- System, over Washington, D.C., start- tract to build, test and fly a ing in 2014. ACHIEVE one-third-scale demonstrator. The Army discovered that popular With the future airship sensor mar- concerns sparked by occasional flights AND PLAN YOUR CAREER ket now mostly dead, a bigger ques- of an unmanned aircraft in civil air- tion is what to do with all of the space pale in comparison to the pri- Army’s smaller aerostats already in vacy concerns raised by the thought of service. They are proving to be more blimps flying over backyards. Plans to INSPIRE expensive to operate than originally fly aerostats in the D.C. area are now AND LAUNCH A LEGACY planned. uncertain. After past wars, most of these air- Overall, Teal Group believes the ships would simply have been retired country will not be seeing “Fortress because of their narrow, force protec- America” in the continental U.S. any- tion application. It is now up to the time soon, and many aerostats will be U.S. to decide whether to maintain retired. The EO/IR systems may be re- dozens and dozens of tethered air- moved for other uses, but that should JOIN ships bought for wars of occupation, not have a large impact on demand AIAA STUDENT MEMBERSHIP or admit that these craft are surplus to for new EO/IR systems. AIAA Student Membership offers a needs. There is little need for a teth- Aside from cases like aerostats for great return on investment. ered aerostat in a pivot to Asia. base security and force protection, the The Army has looked at providing airborne ISR market should continue www.aiaa.org some of its Persistent Threat Detection to grow consistently as new technolo- System aerostats for the Customs and gies and new systems are required for Border Patrol’s homeland defense mis- manned and unmanned aircraft. sion. This echoes suggestions a few David L. Rockwell years ago that U.S. set up aerostats [email protected]

24 AEROSPACE AMERICA/APRIL 2014 continued from page 21

dination with the OSIRIS-Rex mission. there wasn’t an embrace of the kind the past, but we are now entering the Osiris and Isis were husband and wife of planetary demonstrations you’re area where amateur systems just don’t in mythology. So after OSIRIS-Rex col- talking about. have the capability to detect these ob- lects its sample at the asteroid Bennu, The grand challenge that started jects. They are so dim. For instance, in it has to actually hang around for sev- last year – finding all hazards and the last year, of the a little over a thou- eral months before the orbit alignment knowing what to do about them – led sand objects that we detected, a thou- is right for it to start its return to Earth to the impetus to try to bring these sand of them were detected by our with the sample. So during that period things together, because they can be professional survey systems. There of time, the ISIS impactor spacecraft related. And to get the most benefit were 1,037 previously unseen NEOs would come and impact Bennu to try out of everything we’re trying to do in found in 2013. to give it enough of a shove to the near Earth object realm. demonstrate a kinetic impact orbit ad- If asteroid 2012 DA14 came about justment method. That’s one study that Is there a particular date to have the now, would that be more likely to be was done here in the last year. Cer- candidates selected? found by a professional? tainly from a technical aspect it had a We’d certainly want to have the Much more likely. First of all, lot of promise, but we simply don’t eventual target identified six months there are the large aperture telescopes have the funding in the planetary sci- to a year – the longer the better – and the wide field of view cameras ence program to do something like prior to the launch of the robotic with CCD [charged-coupled device] that right now. spacecraft. So we’re kind of notionally detector technology and the computer driving toward having a target identi- processing of those images. There’s a Couldn’t you just attach an ion fied in the 2017 timeframe. Notionally, lot of digital processing and tech- thruster on an asteroid? in order to have the asteroid back in niques that are used to pull very dim The problem is these asteroids lunar orbit by 2025, you need to have objects out of the images. are spinning and rotating all the time, captured the object and started the re- so you can only thrust when things are turn journey two or three years before How did you learn about Chelyabinsk? lined up right for the thrust vector and that. We would need to have an object We were at the United Nations the direction you want to go. So, for that would have a close Earth ap- Committee on Peaceful Uses of Outer deflection there are two areas. There’s proach sometime in the ’21, ’22, ’23 Space scientific and technical subcom- instantaneous impulse. If the object is timeframe. That means you’ve got to mittee meeting in Vienna. The team small enough, with a kinetic impactor it launch your robotic spacecraft two or had put together recommendations gives it an instant shove. You can do three years before that to be able to about the methods and protocols the several impacts actually. Of course, if get out to it. member states are going to [use] to ad- time is short, or the object is larger, dress the threat of asteroids impacting you’ve got to have something with Have amateur astronomers fig- the Earth. We thought the big event more energy. That’s where a nuclear ured into any candidates that you that day was going to be the close standoff device might have to come have? passage of 2012 DA14. I woke that into play, to give it that instantaneous Not on the reference mission size, morning to messages coming in about thrust. The other area are what we call because those objects are so small. this event in Chelyabinsk. Mother Na- slow push techniques. A concept called They’re not just visible to amateur ture upstaged us. a gravity tractor, where if the object is equipment. Some of the larger objects small enough, you take a spacecraft for the alternative approach, there’s Was your first, “Did we get some- with ion thrusters and have it hover in a probably amateurs that provided some thing wrong about DA14?” certain position relative to the asteroid. follow-up observations to help us de- No, I was pretty confident. The gravity attraction between the two termine the nature of the orbit. Cer- Chelyabinsk occurred several hours acts as a virtual tow rope to slowly pull tainly, Bennu is one of the potential earlier than DA14. I wondered first the asteroid off the trajectory. Now, that destinations for the alternative ap- about terrestrial sources – a rocket type of technique takes weeks, months proach. It’s a carbonous asteroid. It gone astray. The first time I saw the to years, depending on the relative size may have some of the elements of cre- footage collected by the dash cams I between the spacecraft and the aster- ation of life in the solar system, so it knew immediately that it was a large oid. Once the asteroid gets to several would be very interesting. meteor. All of us working in the busi- hundred meters in size, it takes so long ness knew immediately what it was. that it’s kind of impractical. But it may But with the larger asteroids, it indeed be one of the techniques that seems like they’re often discovered You knew it couldn’t have been a we’re able to demonstrate as part of by amateur astronomers. piece of DA14. the ARM mission. Those certainly larger than a kilo- A quick analysis of the trajectory meter or several hundred meters in [showed] it was coming from a com- My impression is early on in ARM size have been found by amateurs in pletely different direction.

AEROSPACE AMERICA/APRIL 2014 25 16–20 JUNE 2014 ATLANTA, GA

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R Funding the triad

hen U.S. Sen. Jeff Sessions, R- intact to assure the aggressor’s destruction. Ala., spent a night aboard an For Sessions, the top Republican on the WOhio-class submarine, he re- Senate Armed Services Committee’s strate- ceived a close-up look at why the Navy gic forces subcommittee, visiting the sub re- says it will need to start replacing the ves- inforced his support for modernizing the sels next decade. three legs of the U.S. strategic nuclear triad. “I was surprised at how old it was,” “The neglected modernization since Sessions recalled during a March hearing. the end of the Cold War requires a replace- “Things are always breaking. They spend a ment of the triad,” Sessions said at the hear- considerable amount of time on our nu- ing. “It just does.” clear submarines fixing the smaller things.” But the plan to buy a dozen new subs at The Navy calculates that most of the a projected cost of $4.9 billion each also ex- Ohio subs have lots of years left, but push- emplifies the challenge Sessions and other ing operations beyond the late 2020s would lawmakers face. Hundreds of billions of dol- be more than an inconvenience. That lars will be required to modernize missiles, would risk a breach of the sub’s pressure subs and aircraft that are decades old. Still hull — the inner hull that protects the sailors missing, experts say, is an explanation of how — because, say experts, a hull has only so this work would be paid for in the long run. The shortfall could arise Modernizing and maintaining U.S. nuclear forces could sooner, should there be a new require $355 billion over the next decade. Support for the round of automated budget cuts called sequestration. triad remains bipartisan, but there is no consensus over The Obama administration and Sessions don’t agree exactly which work is necessary or how it will be squeezed on much, but they agree on into the long-term budget, reports Marc Selinger. the need for new subs and other upgrades to maintain much life. When the first Ohio-class subs the triad. At the same hearing where Sessions took to the sea with nuclear missiles back talked about the Ohio subs, M. Elaine Bunn, in 1981, Sessions was still a prosecutor in deputy assistant secretary of defense for nu- southern Alabama. clear and missile defense policy, said “many The Ohio subs remain a key element of of these systems are aging out of service, and the nuclear triad — the weapons the U.S. we must now invest in extending the life of keeps ready on land, in the air and at sea some and replacing others.” to convince any would-be attacker that a It was a rare recognition that President first strike would leave enough fire power Obama’s vision of a world without nuclear

U.S. Navy U.S. Air Force arsenals won’t happen soon enough to avoid decided on U.S. Minuteman 3 intercontinen- the need to upgrade the weapons the U.S. tal ballistic missiles. The big money won't be will rely on until then. needed until procurement. The Pentagon told lawmakers last June All told, the Congressional Budget Office that it needs to maintain “strategic stability estimates the Obama administration will with Russia and China” and deter other po- need to spend $355 billion over the next 10 tential adversaries it did not name. Retaining years on nuclear forces, including sustaining all legs of the triad would do that at “reason- and modernizing weapons and delivery sys- able cost,” the report said. tems and funding work at nuclear weapons Despite the bipartisan support for keep- laboratories. ing and modernizing the triad forces, paying Sequestration remains a wild card. De- for the work won’t be easy. Most of the re- cember’s Bipartisan Budget Act relieved quired funds would be needed in the years some of the pressure on the Pentagon, but it beyond the Future Years Defense Program did not reflect an agreement on spending that runs through 2019 and accompanied the levels beyond 2015. In a statement submitted Obama administration’s 2015 spending re- at the March hearing, Defense Secretary quest in February. The 2015 request includes Chuck Hagel said that a return to sequestra- funds for preliminary work on the new subs, tion-level cuts in 2016 would create “un- a Long-Range Strike bomber and work-to-be- avoidable decisions.” By Marc Selinger

AEROSPACE AMERICA/APRIL 2014 29 The Pentagon’s Bunn said the adminis- troduced bills that would cut triad spending tration would unveil more details about its by $100 billion by reducing the number of triad modernization plans when it submits new submarines from 12 to eight and delay- its “1043 Report” to Congress in April. The ing until the mid-2020s development of the document is named after the section of the Long-Range Strike bomber and a possible fiscal 2012 Defense Authorization Act that successor to the Minuteman 3 ICBMs. Markey directs the president to provide lawmakers introduced the Senate bill in February by say- an unclassified annual report on the na- ing the funds would be better spent on edu- tion’s nuclear arsenal. cation and research into diseases. The bipartisan acceptance that the triad “The political reality is we will have the enjoys in Congress doesn’t translate into con- triad for a long time,” says Tom Collina, re- sensus over which modernization work is search director at the Arms Control Associ- necessary. Sens. Edward J. Markey, D-Mass., ation, which supports the legislation. “The and Jeff Merkley, D-Ore., and House Democ- question is how much” money will be rat Rep. Earl Blumenauer of Oregon have in- spent on it, he added.

30 AEROSPACE AMERICA/APRIL 2014 AIR The Air Force flies nuclear weapons on B-2 and B-52 bombers (the B-1 used to carry nuclear arms but now flies with conventional weapons). By any measure, the B- 52H is an ancient airplane, having entered service more than 50 years ago. Many of its systems cannot be replaced and require extensive maintenance. The engines need lots of fuel but provide relatively little thrust. With its large radar signature, the plane also has difficulty penetrating defended air space, says analyst Richard Aboulafia of the Teal Group consulting firm. The stealthy B-2 is young by comparison, having achieved its initial operational capability in 1997. But the Air Force has only 19 operational B-2s, compared to 76 Cost estimates for modernization include upgrades to the B-2’s communications, U.S. Air Force B-52s. computing and threat awareness equipment. To modernize its bomber fleet, the Air Force is pursuing the Long-Range Strike bomber, which it calls one of its top three modernization priorities, along with the F-35 fighter and KC-46A tanker. The Air Force plans to buy 80 to 100 bombers for $550 million each and begin fielding them in the mid-2020s. The new bombers are supposed to be better than existing bombers at penetrating B-52H bombers began flying more than 50 years ago. Upgrades will modern air defenses, and they would be include new brakes and improved able to strike targets anywhere on the communications. globe. The Air Force expects to certify the U.S. Air Force new bomber to carry nuclear weapons two years after the aircraft achieves initial oper- long-range cruise, capable of providing the ational capability as a conventional power needed for supersonic speeds, at bomber. The new plane would initially be least for a dash, and with a reasonably low configured for only manned flight but heat and radar signature,” he says. would operate in unmanned mode some- In Aboulafia’s view, the modernization time in the future. work could drive advances beyond the triad: The Air Force is refining requirements “These are the kind of challenges that for the new bomber and hopes to issue a advance the aeronautical arts. While poten- request for industry proposals this fall. The tially expensive, they are not show-stoppers, competition is expected to pit a Boeing- and they will yield dividends for other civil Lockheed Martin team against Northrop and military aerospace sectors,” he adds. Grumman. Boeing, which built the B-52, With the new bomber still years away, and Lockheed Martin, the producer of the $355 billion cited by the Congressional stealthy fighter jets, have announced that Budget Office would include upgrades to the they would join forces to compete for the B-2s and B-52s. Work is under way to im- new bomber, with Boeing as the prime prove the communications, computing and contractor and Lockheed Martin as the “pri- threat awareness equipment on the B-2s. mary teammate.” Northrop Grumman, The B-52s are in the process of being which built the B-2, declined to comment equipped with improved data and voice on the new bomber but is seen as a likely communications, increased smart-weapons bidder. capacity, a modernized identification-friend- Developing the bomber will have im- or-foe system, and a replacement for the pacts beyond assuring deterrence, says original anti-skid braking system. Aboulafia of the Teal Group. The Air Force also plans to replace the “Imagine designing engines big enough Air Launched Cruise Missiles carried by for a large payload, efficient enough for B-52s with a proposed Long-Range Standoff

AEROSPACE AMERICA/APRIL 2014 31 Several basing options could improve the new missile’s ability to survive a first strike, the GAO said. These include “super- U.S. Air Force hardened,” fixed silos; a mobile transport system that disperses ICBMs to launch points during alert periods; and a hardened underground tunnel system that periodi- cally moves missiles along a 10-to-20-mile track to increase “positional uncertainty.” The current inventory consists of 450 Min- uteman 3s in underground silos at three Air The Air Force wants to replace the Air-Launched Cruise Missile Force bases: Malmstrom in Montana, Minot with a proposed Long-Range Standoff nuclear cruise missile. in North Dakota and F.E. Warren in Wyoming. nuclear cruise missile that eventually would However, in a 2014 report prepared for be carried by the new bomber too. Potential the Air Force, the Rand Corp., an independ- competitors include Boeing, which built the ent think tank, concluded that mobile bas- existing missile, as well as Lockheed Martin, ing is probably unaffordable and not Northrop Grumman and Raytheon. needed. The new cruise missile “will be capable “Cost and survivability assessments will of penetrating and surviving advanced inte- likely limit basing options to existing mis- grated air defense systems… from signifi- sile silos and infrastructure for the foresee- cant standoff range to prosecute strategic able future,” the Rand authors wrote. “Any targets in support of the Air Force’s global follow-on system should be compatible attack capability and strategic deterrence with existing Minuteman silos.” core function,” according to the Air Force. To set the stage for sustaining the Min- In addition, the B61 nu- uteman 3s until 2030, the Air Force has al- clear bomb, flown from 1978 ready upgraded the guidance and propul- to 1990, is going through a sion systems. It is currently developing life-extension program that in- better encryption for command-and-control volves refurbishing and re- data and replacing outdated test gear and placing components. The worn-out transport equipment. It is also bomb has been carried by the working on technology for a new guidance B-2 and B-52 and is expected system whose future will be “informed” by to fly on the new bomber. the results of the ICBM study, according to Air Force Global Strike Command. LAND A classified study, formally SEA called the Ground Based The Navy’s Ohio-class, nuclear-powered Strategic Deterrent Analysis of submarines, armed with Trident 2 D5 nu- Alternatives, is assessing op- clear ballistic missiles, began patrols more tions for upgrading or replac- than 30 years ago. Last year, Adm. Jonathan ing the Minuteman 3 ICBMs. It Greenert, chief of naval operations, told is due to be completed in late June or July, according to Air

U.S. Air Force Force Global Strike Command. A Minuteman 3 missile is tested If the Air Force decides to from Vandenberg Air Force Base, upgrade the missile, it could pursue “more- U.S. Navy Calif. An analysis of alternatives effective modular components, such as a is under way to decide the fate of the missiles within the triad. new guidance system, to meet emerging threats while maintaining the existing silo infrastructure,” the Government Accountability Office wrote in a September 2013 report on ICBM modernization. The Air Force would need to begin designing a new ICBM “around 2018” to ensure it was available by 2030, the year the test-missile inventory is expected to run out, according to the Con- A single Ohio-class replacement submarine, seen here in an gressional Budget Office. artist’s rendering, would cost $4.9 billion.

32 AEROSPACE AMERICA/APRIL 2014 Lockeed Martin

lawmakers that the Ohio replacement pro- Ohio replacement is expected to enter the gram, or SSBN(X), “is the top priority pro- “detail design” phase in 2017 and to begin gram for the Navy.” patrols in fiscal year 2031. Construction of the first hull is scheduled The Navy says the SSBN(X) will have to begin in fiscal 2021. The Navy projects it “enhances in stealth” that will keep U.S. can replace the existing 14 Ohio-class subs subs ahead of anything adversaries might with 12 SSBN(X)s because advances in nu- develop this century. To keep costs down, clear reactor design mean the new subs the new submarine will have 16 ballistic won’t need to be put in dry-dock for a missile launch tubes, compared to 24 on lengthy midlife refueling process. the existing “boomers,” also built by Gen- The Navy has already extended the eral Dynamics Electric Boat. service lives of the Ohio-class subs from 30 At least initially, the SSBN(X) will carry years to 42, and the service plans to start re- the 44-foot-long Trident 2 missile. Hun- tiring them in 2027. dreds of these missiles are slated to un- “As such, the Ohio replacement pro- dergo modifications to extend their lives gram… must stay on schedule,” says Adm. through 2042. The program, whose prime Cecil Haney, a longtime submariner and contractor is Lockheed Martin, involves up- head of U.S. Strategic Command, which dating six electronics packages. Modern oversees U.S. nuclear forces. “No further digital components will replace 1970s and delay is possible.” 1980s analog technology. General Dynamics Electric Boat was “Today, we have no identified aging is- awarded a $1.8-billion contract in Decem- sues” with the existing electronics, says Capt. ber 2012 for the preliminary design phase Johnny Wolfe, technical director of the Navy’s of the Ohio replacement and for continued Strategic Systems Programs. But “we can’t development of a missile compartment afford to wait until things start failing. Most A Trident 2 D5 missile is tested with the U.K., which plans its own new of these missiles are deployed; it’s not like from an Ohio-class ballistic submarine, the Successor-class SSBN. The you can just go get them immediately.” missile submarine.

AEROSPACE AMERICA/APRIL 2014 33 A Delta 4-Heavy lifts off from Vandenberg Air Force Base.

With the advent of lower cost launchers, satellite designers should rethink some of their traditional assumptions about how to control costs. Gary Oleson, a senior engineer at TASC, explains how to thrive in today’s dynamic

launch vehicle market. U.S. Air Force Advice to satellite designers: “Carpe

34 AEROSPACE AMERICA/APRIL 2014 Copyright 2014 by the American Institute of Aeronautics and Astronautics he changing economics of launching Mass margins typically range from around 5 satellites is creating dramatic cost-sav- percent for well-known hardware to Ting opportunities for designers and around 25 percent for new systems, accord- manufacturers of spacecraft. Over the last ing to “Space Mission Engineering: The decade, the United Launch Alliance has of- New SMAD,” a reworked version of the fered performance upgrades within its Delta “Spacecraft Mission Analysis and Design” 4 and Atlas 5 launcher series. Customers manual used by many design engineers. have the option of adding strap-on solid Engineers traditionally work hard to stay rocket boosters at a cost of about $10 million within mass limits, so they don’t break into each. This makes it affordable for mission the margin unnecessarily. planners to greatly increase the mass allow- Now, however, shifting to a more pow- able for many spacecraft. Meanwhile, erful rocket of about the same cost as the SpaceX is introducing launch vehicles that planned rocket allows engineers to relax a can launch medium, intermediate and heavy satellite’s mass limit while keeping the mar- spacecraft at much lower prices than were gin the same or even increasing it. If a previously available, and Orbital Sciences spacecraft with a mass margin of 25 percent Corporation may soon offer lower prices for was planned for a launcher that can put smaller vehicles through its new 5,000 kg in orbit, then the mass Antares launcher. limit for the spacecraft would These lower cost offerings be 4,000 kg. But if the customer should change the launch cost VIEWPOINT could afford a 6,000-kg launch calculations of customers in im- By Gary Oleson capability, either by changing portant ways. Design engineers launchers or adding a strap-on no longer need to spend large booster, the mass margin amounts of time and money figuring out how would jump to 50 percent. The mass limit to reduce mass to stay on the smallest possi- of the satellite could be relaxed to 4,800 kg ble launch vehicle. They can allow space- without exceeding the original 25 percent craft mass to grow while taking pressure off margin. Lower-cost components could be their budgets. This, in effect, is a new cost incorporated that were too heavy to be reduction strategy, at least for the U.S. considered under the previous mass limit. Design engineers typically work within For example, a spacecraft with a 10 percent a rigid mass margin, which is the difference mass margin launching to LEO — low Earth between the maximum possible mass per- orbit — on an Atlas 5 501, rated at 8,210 kg, mitted by the launch vehicle and the maxi- could increase its margin to 47 percent by mum expected mass of the satellite under upgrading at a cost of about $10 million to the current design. Mass margin ensures, an Atlas 5 511 rated at 11,000 kg. for example, that if the mass of a part in- This is just one part of the new para- creases during development, the satellite digm that’s being opened by changes in the can still be launched on the same rocket. launch market. diem”

AEROSPACE AMERICA/APRIL 2014 35 REDUCING SPACECRAFT FUTURE LAUNCHER COSTS DEVELOPMENTS The new paradigm promises to reduce the SpaceX is currently developing the Falcon cost to satellite designers and mission plan- Heavy to launch spacecraft of up to 53,000 kg ners in three ways: to LEO, which would be about 86 percent ■ Savings from forgoing expensive more capacity than the comparable Delta 4 mass-reduction and power-reduction Heavy. Based on flight data from the first investments; Falcon 9 V1.1 flight using the new Merlin ■ Savings from replacing current design 1D engine, SpaceX upgraded its estimated features with lower-cost, higher-mass geostationary transfer orbit capacity for the alternatives; and Falcon Heavy to 21,200 kg, about 53 per- ■ Savings in the cost of the launch itself. cent more than the Delta 4 Heavy. If the Falcon Heavy is successful, SpaceX will be Designers planning to launch on an At- able to offer both cost and performance ad- las 5, for example, should investigate the vantages for any spacecraft heavier than potential benefits for LEO missions with ex- about 5,500 kg, and many lighter spacecraft pected masses of up to about 14,000 kg; for as well. polar LEO missions up to about 11,000 kg; Since the Falcon Heavy is currently and for geostationary transfer orbit missions priced at or below the cost of many Atlas 5 up to 6,600 kg, in which payloads are put and Delta 4 launchers, many intermediate into elliptical orbits preceding their final spacecraft with mass higher than the maxi- geostationary orbits at 36,000 kilometers. mum payload of the Falcon 9 could be con- In fact, in the current budget environ- sidered for the Falcon Heavy and derive ment, it should be regarded as an impera- savings both in spacecraft costs and in tive to assess changes in the launch market, launch costs. identify where the greatest cost savings are The Falcon Heavy has three flights likely to be found, and identify what barri- scheduled in the next few years: an initial ers and limits must be addressed to realize test flight in 2015 followed by flights con- the savings. tracted for the Air Force and Intelsat. De- Market maker: A Falcon 9 in a hangar at Cape Canaveral, Fla. SpaceX

36 AEROSPACE AMERICA/APRIL 2014 signers of heavy spacecraft who have not total program costs. begun their work should begin considering Forgoing mass re- the new cost paradigm for their spacecraft duction investments and develop contingency plans to enable and using off-the-shelf rapid adoption in the event that the Falcon systems could bring Heavy proves reliable. added benefits, such as Designers of medium-weight spacecraft shortening project designers may face a complex choice re- schedules for addi- garding which launcher and which para- tional time-related sav- digm to employ. The low cost of the Falcon ings, and putting satel- 9 may cause the break-even cost point to lites into service earlier. fall somewhat below 4,000 kg to LEO. If the More rapid mission new Orbital Sciences Antares medium-class tempos might be en- launcher (rated at over 5,000 kg to LEO) is abled for recurring mis- priced significantly lower than the Falcon 9, sions. Enabling greater it may extend the relaxed-mass-limit para- use of off-the-shelf sys- digm to even smaller spacecraft. In the tems could also make meantime, the current unavailability of cer- it easier to adopt a dis- tified medium launchers is forcing some tributed architecture NASA medium-weight satellites onto intermediate strategy or use com- Flawless so far: An Orbital launchers, including the lowest capacity mercial satellite buses, as discussed by Air Sciences Corporation Antares rocket versions of Delta 4 and Atlas 5. These satel- Force Lt. Gen. Ellen Pawlikowski and her at NASA's Wallops Flight Facility. lites will inherit huge mass margins and are co-authors in the Spring 2012 edition of prime candidates to benefit from relaxed Strategic Studies Quarterly. mass limits. Low-cost launches would also enable current design features to be reconsidered COSTSAVING for potential cost savings. For example, de- OPPORTUNITIES signers might: The dynamic economics of the launch mar- ■ Use heavier, cheaper materials; ket are opening important opportunities for ■ Reduce machining of parts to reduce satellite designers, but those designers mass; should guard against the impulse to in- ■ Add heavier shielding against radiation crease performance by adding more instru- to reduce electronics costs; ments, designing more powerful instru- ■ Cut back on mass management ments, or adding secondary payloads. Each processes. of these options could increase mission cost, risk and complexity. The opportunity Many of these cost-saving design to use relaxed mass limits to reduce costs is changes could also produce spacecraft that less traditional, but more responsive to the are more robust and reliable, in turn reduc- current budgetary environment. Designers ing project risk. could start by holding performance constant After the initial mass-related cost sav- while using higher spacecraft mass limits to ings have been identified, budgets may also reduce the total mission cost as well as the allow for relatively low-cost performance risk of cost growth or schedule slips. improvements, such as: High and growing launch costs have ■ Adding more fuel for longer satellite created historical incentives for designers to life or better mission performance; launch spacecraft on the smallest possible ■ Adding larger solar arrays and batteries launchers. The universal practice has been to power systems; to invest in designs, materials and technolo- ■ Adding larger thermal control systems; gies that are more expensive, but enable ■ Increasing the bandwidth of the decreases in spacecraft mass. The new communications system, enabled by launch market enables spacecraft designers increased power and mass. to forgo most, if not all, of these expensive These improvements could also enable investments. Many programs may be able a cascade of additional savings. Greater fuel to save money by purchasing commercial- loads could increase life-cycle benefits by grade systems and instruments that would extending spacecraft lifetimes. Adding otherwise have required alteration or sub- more power production could eliminate the stitution due to mass limits. Savings such as need for some expensive investments to re- these may comprise a significant portion of duce power consumption, for example,

AEROSPACE AMERICA/APRIL 2014 37 tween the two paradigms. Aerospace Dynamic marketplace engineers will need to develop and maintain an ability to operate in ei- Low Earth Low Earth orbit Geostationary Prices Vehicle Class orbit (kg) polar (kg) transferorbit (kg) ($ millions) Year ther paradigm. In addition, the trend toward Antares Medium 4,500-5,500 1,400 unavailable lower-mass and lower-power engi- Delta 2 Medium 5,089 1,818 $65-137 2012 neering in the broad global market- 2009- Atlas 5 Intermediate 8,210-18,850 6,770-15,760 3,780-8,900 $187-223 place will continue. Aerospace engi- 2013 neering can and should continue to Delta 4 Intermediate 9 ,190-13,730 7,690-11,600 4,210-6,890 $100-180 2009 benefit from engineering investments Delta 4 Heavy Heavy 28,370 23,560 13,810 $370-435 2011 made by others, especially if low Falcon 9 v1.1 Intermediate 13,150 4,850 $82-97 2012 mass and power consumption in one Falcon Heavy Heavy 53,000 21,200 $165 2012 part of a design supports the relaxed- Two newcomers could soon shake up a U.S. launch vehicle market that was already dynamic: The Falcon Heavy is mass-limit paradigm in others. expected to make its first flight – a demo – from Vandenberg Air Force Base, Calif., later this year or in 2015. Or- bital Sciences’ Antares has launched twice with good performance reviews. CULTURAL CHALLENGES Seizing this opportunity will go against one of the central traditions of our aerospace engineering cul- ture. Most aerospace engineers have and increased bandwidth could reduce the been trained by their education and career need for expensive onboard data process- experience to optimize mass as a matter of ing. Broad relaxation of limits on power, in course. As a result, they may find the new addition to mass, could further ease the paradigm counter-intuitive. Some engineers challenge of inserting new technologies. may resist low-cost low-tech designs simply The cost-saving benefits could cascade because they are not high-tech and therefrom mass to power and thermal control fore not interesting. and then to mission systems. The cumula- This reaction will be compounded tive effect is likely to improve the benefits wherever engineering practice focuses ex- and decrease the costs of using modular- clusively on requirements without consider- ized or standardized systems. Relaxed mass ation of opportunities. All established re- limits could make it easier to insert new quirements are predicated on often technologies that have not yet been opti- unspoken assumptions about what is possi- mized to reduce their mass. The design ble and will therefore tend to be unrespon- space for spacecraft will expand in many sive to opportunities created by changing dimensions. Adding more expensive design circumstances. In addition, the aerospace features could still be considered as a final industry has a bad habit of accepting large step, budgets permitting, but only after the cost risks and tolerating cost overruns. This sum of the earlier efforts has defined a new habit will be hard to break even with the cost floor. best intentions. Some in the aerospace industry do not believe that significant cost EXPANDED SYSTEMS reductions are possible without compro- ENGINEERING OPTIONS mising performance or reliability, and will The new engineering paradigm created by therefore refuse to make the attempt. these cost-saving opportunities will create There will be practical limits and chal- two tradeoff domains with very different lenges in addition to cultural resistance. dynamics. A “tight-mass-limit” domain will Some companies will have lost the skills or continue for smaller spacecraft, which will facilities needed to implement lower-tech still benefit from traditional mass-control solutions. It may be necessary to go be- practices in order to use small launchers. A yond the aerospace vendor community to “relaxed-mass-limit” domain will be appro- find needed capabilities. In some cases, the priate for many larger payloads, which will cost of engineering a new design will be be able to pursue aggressive cost reduction greater than the potential savings in manu- strategies. For future super-heavy missions, facturing costs. Volume constraints may re- such as NASA human missions to the moon place mass constraints for some spacecraft. or Mars, the tight-mass-limit paradigm may Processes for managing a cost-reduc- again be appropriate. Many spacecraft en- tion strategy that is independent of mass gineering organizations will need to de- constraints may have to be developed. In velop an ability to toggle back and forth be- particular, many engineering organizations

38 AEROSPACE AMERICA/APRIL 2014 may not have the ability to do the type of advantage and why. The following scenar- cost tradeoff analysis needed to take advan- ios present two possible trades: tage of opportunities in an expanded trade ■ A near-5,500 kg spacecraft can fly on space. Most of all, new paradigms always an Antares with savings in launch suffer from start-up errors as some people costs and a tight mass margin, or fly learn how to apply them while others resist on a Falcon 9 with more than 100 or fumble the change. percent mass margin and save on The cost models employed by cost es- spacecraft costs. timators will require major modifications ■ An 8,000-kg spacecraft can fly on a and expansions. Many mass-based cost es- Falcon 9 and save money by using timating relationships will become obsolete the 5,000-kg mass margin or cut under the new paradigm and will need to launch costs by taking on a secondary be re-estimated or replaced. The cost per payload. pound for some components will reverse their historical upward trends and drop In each case, which choice provides suddenly to much lower levels. Cost esti- greater advantages? mators may end up needing either a separate set of methods for each paradigm or SUPPORTING substantially different methods that are flex- DEVELOPMENTS ible enough to cover both. Pioneering efforts to explore the relaxed- Systems engineering and integration is mass-limit paradigm will have great value likely to be more challenging under the to the aerospace industry. There is an im- new paradigm. As the new paradigm is ac- mediate need for studies to explore the cepted, some may be tempted to relax or structure and dynamics of the new para- abandon engineering discipline. In fact, digm. Case studies could be conducted on adopting the new paradigm will require experiences of spacecraft design programs more discipline, especially to resist the that launched spacecraft on vehicles much temptation to fill higher mass limits with larger than they needed or that were forced costly new features. to spend large sums to meet artificially low As the engineering trade space grows mass limits. Analytic studies should be con- and adds new dimensions, it will also grow ducted to support any new spacecraft de- more complex. The risk of design errors velopment that might benefit from the new early in the design phase may increase. paradigm. Opportunities may also be found Choosing the wrong paradigm at the begin- to test the new paradigm on a smaller scale ning of a program could have significant by significantly relaxing mass limits on only negative consequences. Rigorous systems a subset of a spacecraft’s systems. engineering at the beginning of every pro- TASC is exploring the relaxed-mass- gram will therefore be essential. limit paradigm with a view toward provid- The reward for getting the design para- ing systems engineering frameworks to digm right from the beginning is likely to help spacecraft developers exploit the new be achieving the required performance at paradigm while avoiding the inevitable pit- greatly reduced cost. Minimizing the cost of falls. In particular, TASC is studying what spacecraft structures and utilities could cre- modifications and expansions current cost ate budgetary space for insertion of new estimating methods will need to remain rel- technologies or improvement of current evant to the new engineering practices that technologies. If the new paradigm also en- will develop out of the relaxed-mass-limit ables more standardized core systems and paradigm and other major innovations. interfaces, it could also allow for insertion Efforts to exploit these opportunities of new technologies later in the design demand that a new set of cost/performance process. All of these should have high relationships be developed as part of a cost value to spacecraft buyers who are facing analysis that is directed not just at cost as- unprecedented budget constraints. sessment, but actively at cost reduction. One way to get early indications of the nature and extent of the relaxed-mass-limit paradigm would be to use it as a source of student projects in universities. Students Gary Oleson is a senior engineer at TASC, formerly The Analytic Sciences could be challenged to look at trade study Corporation, in Chantilly, Va. He has scenarios and articulate which choices in advised several U.S. government each scenario would provide the greater agencies in his 16 years at TASC.

AEROSPACE AMERICA/APRIL 2014 39 Tanker drama

he Air Force is anxious to start flying new at a time when the Air Force’s budget can tankers to refuel U.S. and allied warplanes ill afford overruns. on the way to distant operational theaters, Ta capability more critical than ever given Global reach, global power the military’s pivot to the vast Asia-Pacific KC-135 tankers have served the Air Force region. well — many of them since the Eisenhower Boeing seemed on track to develop era. The first jet-powered tanker, the KC-135 and deliver a fleet of KC-46A Pegasus was an offshoot of Boeing’s 707 commercial tankers derived from the company’s twin- transport, and was designed to refuel U.S. engine 767. Now, though, the tanker pro- bombers on Cold War strategic missions. gram’s pace and preparedness are being The tanker has done that and a lot more, questioned by the Defense Operational gassing up the bombers, fighters and other Testing and Evaluation office. In a report is- combat aircraft of the Air Force, Navy, Ma- sued at the end of January, evaluators con- rine Corps and allied air forces. The newer, cluded there is a “high risk” that the planes larger Air Force tankers, the KC-10s, began won’t be ready to begin a series of initial flying more than 30 years ago. operational test and evaluation flights in The combined capability of the two May 2016 as scheduled. The planes must tankers gave rise to the Air Force’s “global pass those tests for prime contractor Boeing reach, global power” maxim in the to put production into high gear. A delay early1990s. But the fleet is showing its age, woud likely add to development and pro- and has been for some time. A study reduction costs. For their parts, the Air Force leased in 2000 by the Government Ac- and Boeing insist the program remains on counting Office, now the Government Ac- track to meet the current schedule. The countability Office, pointed to shortfalls in competing judgments set the stage for a air refueling prowess, citing the increasing dramatic 18 months of development work maintenance needs of the two tankers and

Boeing the shortage of spare parts for each. Those expressed high confidence in its success. maintenance costs have become altogether He also noted that “no engineering changes too high, the Air Force says. to date” had been required in the plane’s development process, and he predicted that Replacement plan Boeing will deliver the first 18 KC-46As by Three years ago, the Air Force chose Boe- 2017, as specified in the Air Force contract. ing to develop the KC-46A to replace nearly half of its more than 400 Boeing KC-135s. Challenge and response Later this year the service is expected to is- Then, out of the blue, the Pentagon evalua- sue a revised figure for the development tors demurred. Their January 29 report program’s cost, earlier estimated at $5.7 bil- warned of a possible six to 12 month delay lion. The plan is to acquire 179 KC-46A in the start of initial operational test and tankers from 2015 to 2028. Low-rate initial evaluation flights. production is scheduled to begin with The report said the ALR-69A radar seven airplanes in fiscal 2015 and 12 the warning receiver, built by Raytheon, “has following year. Full-scale production would shortfalls that require resolution prior to in- follow at a rate of 15 tankers a year until tegration on the KC-46A.” Operational test- the program ends. Boeing says it will be ing aboard a C-130H aircraft demonstrated able to step up production to accommodate that the ALR-69A “was not effective due to any foreign customers. integration and performance problems,” In a speech to the Air Force Association said the document. It acknowledged that in September, Maj. Gen. John Thompson, Boeing and Raytheon have modified the the service’s tanker program executive offi- warning receiver’s software and hardware, cer, called the KC-46A “the Air Force’s num- including antennas and wingtip inertia ber-one modernization program.” He said units, but said the improvements “have yet he was “very pleased with its progress” and to be proven in testing.” By James W. Canan

AEROSPACE AMERICA/APRIL 2014 41 Raytheon declined to comment on the electronic countermeasures to avoid or Pentagon report, referring questions to fend off missile attacks. Boeing and the Air Force. They predict that Raytheon says the ALR-69A’s “cutting the radar warning receiver will pass muster edge digital radar warning receiver technol- as a result of modifications already made. ogy” allows for “accurate, timely detection Spokesman Ed Gulick, in an Air Force of unseen threats” and was selected by statement issued in response to the Penta- Boeing to improve situational awareness gon report, called the aircraft’s testing and survivability for aircrews. It will be schedule “aggressive but achievable” and used initially by the Air Force AC/MC C-130 said it “remains intact,” with initial opera- airlifter and F-16 fighter, says Raytheon. tional testing and evaluation scheduled for The ALR-69A is designed to improve May 2016. on the ALR-69 — the Air Force’s primary “The Air Force believes the [radar re- radar warning receiver — in areas including ceiver’s] performance issues have been cor- “detection range and time, accuracy of rected with a software change,” said threat identification, location of threat emit- Gulick. “The radar warning receiver issues” ter systems, performance in a dense signal referenced in the January report “are not environment, and reliability and maintain- expected to affect KC-46 performance and ability,” according to the Pentagon evalua- effectiveness,” he said. tors’ report from the previous year, issued The tanker program office says there is in December 2012. Core components in- a 90 percent probability that Boeing will be clude the radar receivers, countermeasures able to meet its contractual requirement to signal processor, control indicator and az- deliver 18 tankers by August 2017, accord- imuth indicator, the 2012 report said. ing to the Air Force statement. Boeing said it is optimistic too: “We re- Checkered past main confident in our plan to support initial Air Force and Boeing officials reject any no- test and evaluation for the KC-46A tanker tion that the current program’s issues may and we continue to meet our contractual be linked to the fits and starts that occurred requirements,” said spokesman Jerry in their tanker acquisition attempts of the Drelling. “Our current assessment confirms recent past. But the prolonged competition that we have a valid flight test plan in for the new tanker contract was an erratic place, and that we remain on plan to de- and often rancorous process. liver the first 18 combat-ready tankers to Eleven years ago, the Air Force made a the U.S. Air Force” on schedule. leasing agreement with Boeing to acquire 767s reconfigured as air-refueling tankers. Radar’s critical role That arrangement was killed a year later The stakes are huge for Boeing and the Air amid a procurement scandal. The Air Force Force because the radar warning receivers later tapped Boeing and the transatlantic are closely tied to the concept of operations partnership of Northrop Grumman and the The tanker’s radar warning for the new fleet. The KC-46A Pegasus will Airbus segment of EADS to compete for a receiver, the ALR-69A. be the first Air Force tanker de- new tanker development contract. signed to operate in contested Airbus was victorious with a variant of airspace over hostile territory, its A330 airliner, but Robert Gates, then sec- and the first to have a radar- retary of defense, nullified the award after warning receiver and the auditing arm of Congress found the competition flawed. The Air Force then redefined the tanker’s performance and price requirements, reopened the competition in 2009, and in 2011 chose Boeing over EADS, with Northrop Grumman having dropped out.

Many missions The Air Force has a lot riding on the KC- 46A. Its day-and-night, all-weather refueling flights will aid six primary missions — nuclear operations, global strike, air bridging operations, long-haul aircraft deployments, combat theater support and special operations. Raytheon Secondary missions will include airlift,

42 AEROSPACE AMERICA/APRIL 2014 The KC-46A tanker will be about 20 percent larger than the KC-135 top, and about 20 percent smaller than the KC-10. Boeing aeromedical evacuation, air sampling, emer- the company’s 767 airliner. Flights of the gency aerial refueling and combat search first one, scheduled for the middle of this and rescue. New equipment will enable the year, will seek to show the aircraft can meet tanker to operate in a hostile chemical or bi- basic requirements such as reaching maxi- ological environment and to serve as a com- mum altitude and taking off and landing munications node and gateway for network- within prescribed distances. The first and centric air combat operations. third test aircraft, each designated 767 2C, As of now, the KC-46A program seems will be modified incrementally to become well insulated from future budget draw- full-fledged tankers as the testing proceeds. downs. Air Force Chief of Staff Gen. Mark The Air Force and Boeing plan to pro- Welsh and other Air Force leaders have duce 179 KC-46s by 2027 to start the called it one of their top priorities and have process of replacing the KC-135. walled off its current and projected funding. For testing and evaluation, Boeing is A closer look building four engineering and manufactur- The KC-46A will be about 20 percent larger ing development aircraft — derivatives of than the KC-135 and about 20 percent

AEROSPACE AMERICA/APRIL 2014 43 The tanker’s digital cockpit design draws heavily on that of Boeing’s 787 Dreamliner.

Boeing

smaller than the KC-10. Powered by Pratt & The KC-46A would be able to refuel Whitney engines, the new tanker would be more than one aircraft at a time by means able to transport 212,000 pounds of fuel of a central fuselage boom and drogue- and 65,000 pounds of palletized cargo. The probe systems on both wings. The design tanker would also conduct aeromedical also provides an air-refueling receptacle evacuation of wounded troops. Thompson that would allow the plane to be refueled noted in his September speech that it could by other tankers. take “about three times as many standard The tanker’s digital cockpit design cargo pallets as the KC-135, about two times draws heavily on that of Boeing’s 787 the passengers, and more than double the Dreamliner. “We are taking much of the number of [medical] patients on litters.” glass from the 787,” Thompson said. He emphasized, however, that the KC-46A electrical system and batteries will be akin to those in the Boeing 767, not the 787. The Boeing tanker’s batteries will be nickel cadmium — not the lithium ion kind that initially caused problems in the Dreamliner — and its electrical system will be “completely different,” said Thompson. The January report portrayed the KC- 46A as susceptible to fires flaring up in emptied fuel bays. A fire suppression system “was not considered in the design, even though it could have reduced KC-46A vulnerability more than cockpit armor against more operationally realistic threats,” declared the report. The Air Force and Boe- ing did not comment on this, and both seem undaunted by the critique and upbeat in their outlook. After visiting Boeing’s KC-46A assem- bly plant in Everett, Wash., early this year, Gen. Welsh predicted that the first development model of the Pegasus “will be flying Efficiency drive: Boeing will build the KC-46A tanker on the 767 production line at Everett, Wash. in June. It’s a real thing now.”

44 AEROSPACE AMERICA/APRIL 2014 Continuing Education Courses and Workshops

14–15 June 2014 Atlanta, Georgia 31 July–1 August 2014 Cleveland, Ohio 3–4 August 2014 San Diego, California Business Management for Engineers Hybrid Rocket Propulsion Decision Analysis Instructors: Alan Tribble and Alan Breitbart Instructor: Joe Majdalani Instructor: John Hsu S ummary: This course will help individuals S ummary: The purpose of this course is to S ummary: Different decision analysis methods with a strong technical background in science present and discuss fundamental theory will be introduced starting from the traditional or engineering prepare for the transition from alongside research findings with emphasis trade study methods; then continue to trade a role as a technical contributor to a business on unsolved problems, open questions, and space for Cost as Independent Variable (CAIV), leader. benchmark tests. Analytic Hierarchy Process (AHV) which is part of the Analytic Network Process (ANP), Optimal Design in Multidisciplinary Systems Missile Propulsion Design, Technologies, Weighted Sum Model (WSM), Potentially All Instructors: Joaquim R. R. A. Martins and and System Engineering Pairwise Rankings of All Possible Alternatives Jaroslaw Sobieski Instructor: Eugene Fleeman (PAPRIKA), and Decision Analysis with Uncertain information/data. S ummary: You will learn how to evaluate S ummary: Attendees will gain an sensitivity of the design to variables, initial understanding of missile propulsion design, requirements, and constraints, and how to missile propulsion technologies, launch select the best approach among the many that platform integration, missile propulsion system are currently available. measures of merit, and missile propulsion system development process. 3rd AIAA Workshop on Benchmark Problems for Airframe Noise Computations (BANC-III) The Application of Green Propulsion Summary: The major emphasis of this for Future Space workshop will be coordinated computational, Instructors: Alan Frankel, Ivett Leyva, and modeling, and measurement efforts based on Patrick Alliot collaborative definition of a hierarchical set of Summary: Topics include a brief history of benchmark configurations representing major hypergols; what is considered green and what sources of airframe noise; joint development is driving the green propulsion movement; of datasets that would eventually achieve figures of merit and lessons learned in the benchmark quality. development of green propellants; flight experience and applications for the various classes of satellites; and challenges for current and future green thrusters and systems.

2nd AIAA Propulsion Aerodynamics Workshop Summary: The focus of the workshop will be on assessing the accuracy of CFD in obtaining multi-stream air breathing jet performance and ﬂow structure to include nozzle force, vector and moment; nozzle thrust (Cv) and discharge (Cd) coefﬁcients; and surface pressure prediction accuracy.

14-228 25 Years Ago, April 1989 April 8 The X-15 No. 1 rocket research aircraft, flown by Air Force Capt. Joe April 2 The European Space Agency Engle, reaches a maximum speed of launches an Ariane 2 rocket carrying the 3,477 mph — Mach 4.8 — and an alti- TELE-X Nordic communications satellite tude of over 33 mi. in a test to prepare into a temporary elliptical orbit. The for higher altitudes. On April 29, Air spacecraft then boosts itself into a geo- Force Maj. Robert Rushworth flies the synchronous orbit 22,300 miles above same plane to a speed of 3,903 mph — the Earth. NASA, Astronautics and Mach 5.72 — and an altitude of April 13 NASA announces that astro- Aeronautics, 1986-1990, Page 211. 102,000 ft. Washington Post, April 9, nauts Virgil Grissom and John Young 1964, and April 30, 1964. are to pilot the nation’s first two-man April 13 President Project Gemini spacecraft. Aviation George H.W. Bush April 8 A model Gemini spacecraft Week, April 20, 1964, Page 38. appoints Adm. is dropped from a Fairchild Stratos Richard Truly NASA C-119 aircraft from above 10,000 April 14 An Atlas D rocket lifts NASA’s administrator. A feet over Trinity Bay near Houston, 200-pound Project Fire spacecraft more former astronaut to test the parasail method of than 500 miles into space from Cape and chief of the spacecraft recovery. The drogue Kennedy, Fla., to obtain data on reentry space shuttle pro- chute opens, but the parasail fails to heating of spacecraft for future lunar gram, Truly replaces out- deploy properly after its nylon lines missions. When the craft falls back to going administrator James C. snap. Another test is completed on April Earth propelled by an Antares 2 rocket Fletcher. NASA, Astronautics and Aero- 30, but ultimately NASA does not adopt motor, it reaches a reentry speed of nautics, 1986-1990, Page 211. this recovery system. Aviation Week, 26,000 mph, said to be the highest April 27, 1964, Page 32; Aviation speed ever attained by a man-made ob- 50 Years Ago, April 1964 Week, May 4, 1964, Page 27. ject in free flight. Washington Post, April 15, 1964. April 1 Japan’s Institute of Space and April 9 The 33rd and last research and Aeronautical Science is formally estab- development version of the Titan 2 in- April 16 The Telstar 2 satellite carries lished at the University of Tokyo, where tercontinental ballistic missile flies Japan’s first TV transmission signals to it has been developing solid-propellant 5,000 miles from Cape Kennedy, Fla. Europe. The transmission is received in Lambda sounding rockets. The group The missile was chosen as the launcher Pleumeur-Bodou, France, then redirected will change its name in 1980 to the In- for the Gemini program in January for Europe-wide viewing. Baltimore stitute of Space and Astronautical Sci- 1962. Aviation Week, April 20, 1964, Sun, April 17, 1964. ence. In 2003, it will merge with the Page 29. National Aerospace Laboratory, formed April 17 Geraldine Mock becomes the in 1955, and with the National Space April 9 TASS, the Soviet news agency, first woman to fly around the world Development Agency — formed in 1969 reports that a huge monument com- solo when she — to become JAXA, the Japan Aero- memorating the world’s first manned lands her space Exploration Agency. D. Baker, spaceflight will be built in Moscow. Cessna 180 at Spaceflight and Rocketry, Page 165; A bust of cosmonaut Yuri Gagarin, Columbus, Japan, Space Program file, NASM. who made the flight in 1961, will be Ohio, after a displayed on the monument’s 80- round trip of April 8 A Titan 2 rocket launches the foot-high pylon. On April 12 Cosmo- 29 days, 11 first unmanned Gemini spacecraft into nautics Day is celebrated to mark the hours and 59 orbit to test the craft’s structural in- flight. New York Times, April 10, minutes, with tegrity. The rocket places the spacecraft 1964, and April 13, 1964. 21 stopovers. The flight covered nearly in an orbit of 204 miles apogee and 22,860 miles. National Aeronautics As- 99.6 miles perigee. Within a few days, April 9 The de Havilland DHC-5 Buf- sociation release; Jerrie Mock file, Na- as planned, the craft reenters the at- falo short takeoff and landing transport tional Air and Space Museum. mosphere and disintegrates. Aviation makes its inaugural flight in Canada. F. Week, April 13, 1964, Page 29; NASA Mason and M. Windrow, Know Aviation, April 19 A Soviet 25-passenger single- Release 64-70. Page 63. rotor V-8 helicopter covers a distance of

46 AEROSPACE AMERICA/APRIL 2014 An Aerospace Chronology by Frank H. Winter and Robert van der Linden

1,530 miles in 12 hours, 3 minutes and HMS Illustrious. The ship displaces April 18 The War Department calls 34 seconds, a new world record for 23,000 tons, is 753 feet long and ac- Col. Charles Lindbergh into active duty nonstop helicopter flights. Washington commodates about 70 airplanes. It is and assigns him to the Office of Maj. Evening Star, April 20, 1964. the first of six carriers in its class. Flight, Gen. Henry Arnold, chief of the Air April 13, 1939, Page 375; Inter- Corps. Arnold orders April 22 The World’s Fair opens in avia, April 11, 1939, Page 12. him to make a survey of New York City. Exhibited at its U.S. all the weak points in Space Park are full-scale mockups of April 4 Several hundred men the rearmament and the X-15, the Saturn 5 first stage, and in the Rolls-Royce aero engines training of this branch. the Gemini-Titan, Mercury-Atlas and plant at Crewe, England, go Interavia, April 21, Delta launchers. Goddard News, April 5, on strike because women 1939, Page 4. 1964, Page 3. laborers are hired to operate machines. Interavia, April 11, April 20-21 Experi- 1939, page 10. ments with a four- bladed controllable pro- April 14 The U.S. air trans- peller mounted on a portation industry’s first strike Curtiss P-36 begin at takes place when Eastern Air Wright Field, Ohio. E. Lines mechanics stop work for Emme, Aeronautics and April 29 At Kansas City, Mo., TWA wage increases and union recognition. Astronautics 1915-60, p. 37. takes delivery of its first Boeing 727 Interavia, April 18, 1939, Page 6. mid-size narrowbody three-engine jet 100 Years Ago, April 1914 aircraft, which can carry up to 189 pas- April 15 United Air Lines announces sengers. Following pilot training, it will that it will soon offer round-the-world April 20 The second competition for serve the New York-to-Indianapolis air service. The round trip will take 14 the Schneider Trophy takes place at route. Aviation Week, May 18, 1964, days and cover 14,300 miles, with Monaco. The winner is Great Britain’s Page 42. overnight stops at about a dozen Howard Pixton, who flies his Sopwith points. A ticket will cost about $1,785. Tabloid floatplane 86.78 mph. 75 Years Ago, April 1939 Interavia, April 28, 1939, Page 8. Although little noted in the press at the time, in the 1920s the yearly contest April 1 The Imperial Japanese Navy’s April 16 The Boeing 314 flying boat will become the preeminent air race prototype Mitsubishi A6M1 monoplane Yankee Clipper returns to Baltimore af- series, where new aircraft designs, fighter makes its first flight at Kagami- ter its shakedown cruise across gahara, Japan. The plane, designated the North Atlantic and back, the Zero, becomes one of Japan’s best having covered 11,060 miles at known aircraft. During World War II it an average speed of 133 mph. receives the Allied code name Zeke. R. The trip began at Baltimore on Francillon, Japanese Aircraft of the Pa- March 26. The fare for single cific War, Page 364. crossings of the Atlantic will be between $400 and $500. Inter- April 4 Great Britain launches its avia, April 18, 1939, p. 5. newest and largest aircraft carrier, the April 17 British Airways extends its London-Berlin service to War- saw and Budapest. The daily service uses Lockheed 14s. The London-Warsaw link is significant because Poland and Eng- land have come close to an agreement on the defense of Poland. engines and fuels are pioneered and Flight, April 20, 1939, Page 399; Flight, tested. D. James, Schneider Trophy May 4, 1939, Pages 447-448. Aircraft, 1913-1931, p. 4.

AEROSPACE AMERICA/APRIL 2014 47 Career Opportunities

The University of Mississippi’s National Center for Physical Acoustics (NCPA) is seeking a Research Scientist that will assume a leadership role as a Principal Investigator within the Aeroacoustics Research Group (http:// www.olemiss.edu/depts/aeroacoustics/) and team with the other researchers to grow and broaden the aeroacoustics research activities at The University of Mississippi.

The candidate will utilize modern testing techniques to measure and characterize turbulent flows and their interaction with acoustics. The candidate shall also support the continued development of aeroacoustics research infrastructure at the NCPA and teach and mentor students in the Univer- sity’s Graduate Program in Aeroacoustics. The candidate will be expected to develop and sustain outside funding for research efforts commensurate with their expertise and mentor graduate students on related research projects.

The position requires an earned PhD in Aerospace, Mechanical Engineer- ing, Engineering Science, Applied Physics, or a closely related field. Three years experimental research experience in the field of Acoustics, Aeroacous- tic, Turbulence, Fluid/Structure Interaction or an allied field is required. The selected candidate must be eligible for U.S. Security Clearance.

Apply online at jobs.olemiss.edu. The University of Mississippi provides equal opportunity in education and employment for all qualified persons without regard to race, color, religion, national origin, sex, age, sexual orien- tation, genetic information, physical or mental disability, or veteran status.

Assistant Professor (Tenure Track) of Fluid Dynamics

The Department of Mechanical and Process Engineering (www.mavt.ethz.ch) at ETH Zurich invites applications for a tenure-track assistant professorship in Fluid Dynamics with a focus on experimental aspects.

The successful candidate should have an outstanding record of accomplishments (research and teaching) in experimental fluid dynamics and show clear potential that he/she can establish an exceptional research program with a significant experimental component in this field. Topical areas may range from micro-scales (micro-fluid dynamics, molecular fluid-surface interactions) to macro-systems (environmental and industrial flow problems) and broader engineering applications such as energy-related issues, with a strong link to fundamentals.

Teaching duties include the participation in both intro ductory and advanced courses in ﬂuid dynamics both for students in Mechanical and Process Engineering and other non-engineering disciplines at the Bachelor level (in German or English) and Master level (in English). Apart from a PhD degree in Mechanical Engineering or a closely related discipline, the successful candidate should have demonstrated the capability to work on interdisciplinary projects and to co-operate with professionals from other ﬁelds. Furthermore, the willingness and ability to interact with colleagues inside and outside of ETH Zurich is a prerequisite.

This assistant professorship has been established to promote the careers of younger scientists. The initial appointment is for four years with the possibility of renewal for an additional two-year period and promotion to a permanent position.

Please apply online at www.facultyaffairs.ethz.ch

Applications should include a curriculum vitae, a list of publications, and a statement of your future research and teaching interests. The letter of application should be addressed to the President of ETH Zurich, Prof. Dr. Ralph Eichler. The closing date for applications is 15 May 2014. ETH Zurich is an equal opportunity and family friendly employer and is further responsive to the needs of dual career couples. In order to increase the number of women in leading academic positions, we speciﬁcally encourage women to apply.

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The distinction you gain with each Earn the Respect of your membership advancement earns the respect of your peers and employer – and bolsters Peers and Colleagues your reputation throughout the industry. AIAA Members who have accomplished or been in charge of important engineering or scientiﬁc work and who have made notable valuable contributions to the arts, sciences, or technology of aeronautics or astronautics are encouraged to apply.

HONORARY FELLOW Advance Your Accepting Nomination Packages: 1 January 2014 – 15 June 2014

FELLOW Accepting Nomination Packages: Membership 1 January 2014 – 15 June 2014

ASSOCIATE FELLOW Accepting Nomination Packages: 15 December 2013 – 15 April 2014

Senior Member Advancements are reviewed and processed every month.

For more information and requirements, please visit http://www.aiaa.org/Honors or please contact Patricia A. Carr, Program Manager, Membership Advancement Program, at [email protected] or 703.264.7523

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16–20 June 2014 Hyatt Regency Atlanta Atlanta, Georgia Register Continuing Education Courses and Workshops TODAY! Business Management for Engineers Saturday & Sunday, 14–15 June 2014 Instructor: Alan Tribble Summary: This course is intended to provide an overview of basic business principles used to manage a company. In particular, this course will help individuals with a strong technical Early-Bird Deadline: background in science or engineering prepare for the transition from a role as a technical 9 June 2014 contributor to a business leader.

Benchmark Problems for Airframe Noise Computations (BANC-III) Workshop Saturday & Sunday, 14–15 June 2014 Summary: The BANC-III Workshop will build upon the BANC-I and BANC-II Workshops in 2010 and 2012, respectively, to enable a more deﬁnitive assessment of the state of the art in the computations and measurements of airframe noise and, in particular, will include a stronger collaborative element from the outset.

For more information, visit: www.aiaa-aviation.org/ContinuingEd

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Continuing Education Program

If you want to advance in your CAREER career and make a greater DEVELOPMENT impact with your work, AIAA can help you do that.

The Continuing Education Program is UNPARALLELED designed to accommodate busy schedules and tight budgets. EXPERTISE AIAA offers the following types of courses: t Live and On-Demand Webinars CONVENIENT t Courses at AIAA Conferences LOCATIONS t Workshops t Home Study Courses

Visit the new Continuing Education website at www.aiaa.org/courses

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SpaceOps 2014 provides the opportunity for you to share your experiences, challenges, and innovative solutions with colleagues from around the globe, and take home new ideas and new connections. Be it civil or military applications, educational, scientific, or commercial objectives, space segments or ground segments, the space operations community 5FDIOJDBM1SPHSBN greatly values, and benefits from, collaboration and the sharing of ideas. To this end, we enthusiastically invite you to Explore Innovation. P Mission Design and Management P Operations Concepts, Methods, 'FBUVSFE1MFOBSJFTBOE1BOFMT Systems, and Automation Monday: Opening Ceremony P Flight System Monitor and Tuesday: Control Center of the Future Panel Control Wednesday: Smallsat Operations Panel P Planning and Scheduling Thursday: Commercial Space Panel Friday: Closing Ceremony P Guidance, Navigation, and Control P Human Systems and Operations 4QPOTPSTBOE&YIJCJUT Sign on as a sponsor or exhibitor and demonstrate support P Communications, Data for the space operations community while raising the profile Management and Processing of your organization. For more information on sponsorship P Cross-Support, Interoperability, opportunities, contact Merrie Scott at [email protected]. and Standards For exhibits contact Chris Grady at [email protected]. P Launcher, Rocket, and Balloon Operations

P Small Satellite Operations

P Commercial Space Operations REGISTER TODAY!

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Challenges for aerospace science, SECURE YOUR SPONSORSHIP TODAY! research, and development will linger Email Merrie Scott at [email protected] into 2015. But it’s basic human nature to ﬁnd innovative solutions – particularly in the ﬁeld of aerospace – to overcome BOOK YOUR EXPOSITION SPACE NOW! challenges and create new opportunities. Email Chris Grady at [email protected] We’ll see you at AIAA SciTech 2015 when we discover the science and technologies that will shape the future of aerospace! AIAA SCITECH 2015 WILL FEATURE THE FOLLOWING CONFERENCES: 23rd AIAA/ASME/AHS Adaptive SUBMIT A PAPER Structures Conference 53rd AIAA Aerospace Sciences Meeting www.aiaa-SciTech.org AIAA Atmospheric Flight Mechanics Conference AIAA Guidance, Navigation, and Control Conference AIAA Infotech@Aerospace AIAA Modeling and Simulation Technologies Conference 11th AIAA Multidisciplinary Design Optimization Specialist Conference 17th AIAA Non-Deterministic Approaches Conference AIAA Spacecraft Structures Conference 56th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference 8th Symposium on Space Resource Utilization 33rd ASME Wind Energy Symposium

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B24 AIAA BULLETIN / APRIL 2014 AIAA Progress in Astronautics and Aeronautics AIAA’s popular book series Progress in Astronautics and Aeronautics features books that present a particular, well- defi ned subject refl ecting advances in the fi elds of aerospace science, engineering, and/or technology. POPULAR TITLES Tactical and Strategic Missile Guidance, Sixth Edition Paul Zarchan 1026 pages This best-selling title provides an in-depth look at tactical and strategic missile guidance using common language, notation, and perspective. The sixth edition includes six new chapters on topics related to improving missile guidance system performance and understanding key design concepts and tradeoffs.

ISBN: 978-1-60086-894-8 List Price: $134.95 “AIAA Best Seller” AIAA Member Price: $104.95

Morphing Aerospace Vehicles and Structures John Valasek 286 pages Morphing Aerospace Vehicles and Structures is a synthesis of the relevant disciplines and applications involved in the morphing of ﬁ xed wing ﬂ ight vehicles. The book is organized into three major sections: Bio-Inspiration; Control and Dynamics; and Smart Materials and Structures. Most chapters are both tutorial and research-oriented in nature, covering elementary concepts through advanced – and in many cases novel – methodologies.

ISBN: 978-1-60086-903-7 “Features the work of leading researchers in List Price: $134.95 AIAA Member Price: $94.95 the ﬁ eld of morphing ﬂ ight.”

12-0169_update_2

Find these books and many more at arc.aiaa.org Aircraft Design: A Conceptual Approach, Fifth Edition Daniel P. Raymer July 2012, 800 pages, Hardback ISBN: 978-1-60086-911-2 List Price: $109.95 AIAA Member Price: $84.95

This best-selling textbook presents the entire process of aircraft conceptual design—from requirements deﬁnition to initial sizing, conﬁguration layout, analysis, sizing, optimization, and trade studies. Widely used in industry and government aircraft design groups, Aircraft Design: A Conceptual Approach is also the design text at major universities around the world. A virtual encyclopedia of aerospace engineering, it is known for its completeness, easy-to-read style, and real-world approach to the process of design.

Special Features and Concepts Discussed: t .PSFUIBOQBHFTPGEFTJHONFUIPET JMMVTUSBUJPOT UJQT explanations, and equations t 0WFSWJFXTPGMPGUJOH TVCTZTUFNT NBJOUBJOBCJMJUZ QSPEVDJCJMJUZ vulnerability, and stealth t $PODFQUTBOEDBMDVMBUJPONFUIPETGPSBFSPEZOBNJDT TUBCJMJUZBOE of the control, propulsion, structures, weights, performance, and cost Winner eld t $PWFSBHFPGDPOWFOUJPOBMBOEVODPOWFOUJPOBMEFTJHONFUIPET Summerﬁ JODMVEJOH6"7 DBOBSE UBOEFNXJOH $XJOH PCMJRVFXJOH ok Award asymmetrical, multi-fuselage, wing-in-ground-effect, and more Bo t 750- IFMJDPQUFS TQBDFDSBGU MBVODIWFIJDMF IZQFSTPOJD BOE airship design t "EWJDFPOIPXUPCFDPNFBOBJSDSBGUEFTJHOFS t &MFDUSJDBJSDSBGU CBUUFSJFT GVFMDFMMT BOETPMBSDFMMT t (SFFOBJSQMBOFT JODMVEJOHCJPGVFMT (5- IZESPHFO NFUIBOF Buy Both and Save! and nuclear t "DUJWFBFSPFMBTUJDXJOHBOEBEWBODFEUBJMMFTTDPODFQUT Aircraft Design Fifth Edition Textbook and win RDSwin Student: Software for Aircraft Design, Sizing, RDS Student software ISBN: 978-1-60086-921-1 and Performance, List Price: $159.95 Enhanced and Enlarged, Version 6.0 AIAA Member Price: $124.95 $%30. ISBN: 978-1-60086-920-4 List Price: $109.95 AIAA Member Price: $84.95

5IFDPNQBOJPO3%4win Student aircraft design software is a valuable DPNQMFNFOUUPUIFUFYU3%4win Student incorporates the design and analysis methods of the book in menu-driven, easy-to-use modules. An extensive user’s manual is provided with the software, along with the complete data ﬁles used for the Lightweight Supercruise Fighter design example in the back of the book. Now runs on the Windows operating system. 12-0170-3d Order 24 hours a Day at arc.aiaa.org