Climate Change Two Satellites That Could Cool the Debate

Home , ASSET (spacecraft), Silbervogel, World View Enterprises, XCOR Lynx

February 2014

Target: Climate change Two satellites that could cool the debate

Managing air traffic, page 32 Moonwalking with Buzz, page 24 WHAT HAPPENS WHEN MICHIGAN means business

It’s a new day for business in Michigan. Through a series of recent initiatives, Michigan is once again becoming a preferred place for business. Starting with a new flat 6% business tax. The elimination of personal property taxes. New right-to-work legislation. All added to redesigned incentive programs and streamlined regulatory processes. All to create an ideal combination of opportunity, resources and passion for business right here in Michigan.

1.888.565.0052 michiganbusiness.org/AA Michigan Economic Development Corporation February 2014

DEPARTMENTS EDITOR’S NOTEBOOK 2 Unsettled business. LETTERS TO THE EDITOR 3 Show some optimism. INTERNATIONAL BEAT 4 Space tourism sets sights on 2014.

SCITECH 2014 8 Page 32 News and quotes from the annual forum. CONVERSATION 10 NASA’s chief scientest Ellen Stofan. ENGINEERING NOTEBOOK 12 Laser eye on aircraft ice. GREEN ENGINEERING 16 Runway taxiing goes green. CAREER PROFILE 18 Outreach 101: Listen. THE VIEW FROM HERE 20 Grading “Gravity”. Page 24 OUT OF THE PAST 44 CAREER OPPORTUNITIES 46

FEATURES “MOONWALKING” WITH BUZZ 24 Buzz Aldrin and the author travel together on a book tour. by Leonard David

TARGET: CLIMATE CHANGE 26 Page 20 In the next two years, NASA will launch satellites to study the concentration of carbon dioxide in the atmosphere. by Natalia Mironova

AIR TRAFFIC CONTROLLERS FACE AUTOMATION 32 Page 16 The promised revolution in air traffic management will bring automation on a grand scale. by Philip Butterworth-Hayes

BULLETIN Page 12 AIAA Meeting Schedule B2 AIAA News B5 Aviation 2014 Announcement B12

COVER The El Niño warming effect is depicted in red in this NASA image compiled from satellite data. Story page 26.

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. 2. ® is a publication of the American Institute of Editor’s Notebook Aeronautics and Astronautics

Ben Iannotta Editor-in-Chief Patricia Jefferson Unsettled business Associate Editor Greg Wilson Production Editor Jerry Grey The U.S. will need to decide the way ahead on two expensive aerospace Editor-at-Large initiatives during deliberations over the 2015 budget. Christine Williams Consider airborne intelligence. The Air Force as recently as 2011 planned Editor AIAA Bulletin to retire the traditionally piloted U-2s in favor of its unmanned Global Hawks. The service did a major flip-flop in early 2012, saying it actually sees plenty of Contributing Writers life left in the U-2s and would prefer to put the core of the Global Hawk fleet Leonard David, Philip Butterworth-Hayes, into storage. Those are the 18 Block 30 versions equipped with cameras and Tom Jones, Chris Kjelgaard, eavesdropping equipment. Some lawmakers didn’t like the storage idea, given Dave Majumdar, Natalia Mironova, Erik Schecter, J.R. Wilson the Defense Department’s insistence just months earlier that the Global Hawks were vital to national security. Language was drafted barring the Air Force Jane Fitzgerald from spending a dime to store the Global Hawks and telling the service to Art Direction and Design keep flying them at least through 2014. Michael Griffin, President The Air Force and the Obama administration chose not to push back, James F. Albaugh, President-Elect which leaves a huge question dangling out there: Is it affordable and necessary Sandra H. Magnus, Publisher to keep both kinds of planes flying, given the detailed view of Iran and North Craig Byl, Manufacturing and Distribution Korea provided by the National Reconnaissance Office’s spy satellites? If keep- STEERING COMMITTEE ing both is necessary—say, to guarantee 24/7 tactical coverage in the event of Steven E. Gorrell, Brigham Young University; war, something satellites are crossing too fast to do—then a modernization and Basil Hassan, Sandia; Merri Sanchez, maintenance plan would need to be worked into the budget for each kind Sierra Nevada; Mary L. Snitch, Lockheed of plane. Politics will make it hard to solve that conundrum. Martin; Vigor Yang, Georgia Institute of Here’s the second dilemma. In the civilian space realm, experts including Technology; Susan X. Ying Lori Garver, a former NASA deputy administrator, have gone public with tough EDITORIAL BOARD questions about NASA’s planned multi-billion-dollar Space Launch System Ned Allen, Jean-Michel Contant, rocket and Orion crew capsule, which would send human explorers into deep Eugene Covert, L.S. “Skip” Fletcher, space. A few words about SLS uttered by Garver on the Diane Rehm radio Michael Francis, Cam Martin, show in January went viral: “It’s $3 billion a year of NASA's $17 billion. Is that Don Richardson, Douglas Yazell how you would be investing in a space program?” ADVERTISING Why is SLS suddenly on the hot seat? The successes that Orbital Sciences Robert Silverstein, 240.498.9674 Corp. and SpaceX are having with their privately engineered Antares and Falcon [email protected] rockets and cargo capsules are making it easier for critics to speak up. Carrying Russell Brody, 732.832.2977 cargo to the space station is not the same as delivering people to the station or [email protected] eventually to deep space. That’s still to come for the private companies. But LETTERS AND CORRESPONDENCE the successes sure look like steps toward an airline model, in which the FAA Ben Iannotta, [email protected] and other authorities set regulations and issue certifications, but leave it up to the private sector to engineer safe planes. QUESTIONS AND ADDRESS CHANGES NASA deserves praise for nurturing development of these privately developed [email protected] rockets and capsules through the Commercial Orbital Transportation Services ADVERTISING MATERIALS contracts, even if in doing so the agency set itself up for a dilemma: The space Craig Byl, [email protected] transportation market probably won’t be big enough to support both kinds of systems—one developed with government engineers in the lead, the other by February 2014, Vol. 52, No. 2 the private sector [See “Technology alone cannot solve launch costs,” page 8]. There are, of course, worse problems to have than too much airborne intelligence and too much space transportation. But these dilemmas need to be solved, because doing so could free up valuable funds for progress in other areas. As Garver told Diane Rehm, “NASA needs to push and do new things.” Ben Iannotta Editor-in-Chief CONNECT Letters to the Editor When you join AIAA, you gain countless OPPORTUNITIES TO CONNECT WITH MORE THAN 30,000 OTHERS in the ﬁeld of aerospace science, engineering, technology, management, Show some optimism education, and policy. By mentioning “budget part-time interns in battles, test flights and your editorial team lawsuits” on the cover and that will happen of the 2013 review [De- like by magic. In the ACHIEVE cember 2013], AIAA meantime, [your team] AIAA connections and educational makes one positive will get a serious edu- programs provide a LIFETIME OF item (the flight tests) cation about the reali- OPPORTUNITIES for you to ADVANCE fight against three neg- ties of our world. I can PERSONALLY AND PROFESSIONALLY atives. The third nega- assure you we would and to BE RECOGNIZED FOR YOUR tive is Jim Albaugh’s have no lack of candi- ACHIEVEMENTS. cover title [“Preemi- dates to fill such posi- nence at risk”]. Such a tions. Be assured that cover could very well we, as educators, en- deter our future engi- gineers and pilots, are neering talent from also working very INSPIRE even opening the is- hard to project a very AIAA membership helps you SHARE sue, although its con- positive picture of to- IDEAS, SPARK INSIGHTS, MEET tent is very otherwise nice to read and day’s aerospace world from the scien- YOUR HEROES, AND BUILD very informative. This runs contrary to tific and economic perspectives. To- ENTHUSIASM FOR AEROSPACE WITH our desire to attract young people to gether, we can make sure the THE NEXT GENERATION. When you our profession. aerospace world’s image is positive, al- join, you become part of AIAA’s mission to My suggestion for delivering a bet- though not edulcorated. ADVANCE THE STATE OF AEROSPACE ter front page material is to let a happy Eric Feron SCIENCE, ENGINEERING, AND and optimistic mood pervade through- Professor of Aerospace Engineering TECHNOLOGICAL LEADERSHIP. out the team in charge. Just put two of Georgia Institute of Technology our happiest undergraduate students as [email protected]

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

JOIN Events Calendar AIAA PROFESSIONAL FEB. 2-6 MARCH 24-26 MEMBERSHIP American Meteorological Society Forty-ninth International Annual Meeting, Atlanta, Ga. An investment in AIAA membership Symposium of Applied Contact: Claudia Gorski, Aerodynamics, Lille, France. provides the professional development 617.226.3967; Contact: Anne Venables, resources and contacts to advance [email protected]; 33 1 56 64 12 30; your career … expand your potential http://annual.ametsoc.org/2014 impact on the future of aerospace [email protected]; … and keep you at the forefront of MARCH 1-8 www.aaaf.asso.fr IEEE Aerospace Conference, MAY 5-9 aerospace technology. Big Sky, Mont. SpaceOps 2014, Pasadena, Calif. Contact: Erik Nilsen, Contact: 703/264-7500; 818.354.4441; www.spaceops2014.org www.aiaa.org [email protected]; www.aeroconf.org MAY 26-28 Twenty-first St. Petersburg MARCH 12 International Conference on Congressional Visits Day, Integrated Navigation Systems, Washington, D.C. St. Petersburg, Russia. Contact: Duane Hyland, Contact: 703/264-7500 [email protected]

AEROSPACE AMERICA/FEBRUARY 2014 3 Prove-it time for space tourism

With Virgin Galactic set to begin sub- pressurized space-certified capsule up market for offering flights to the sci- orbital flights for space tourists this to 30 kilometers in a helium-filled bal- ence community. The company will year, competitors are readying their loon, remaining aloft for about two be able to carry the scientists with own entries for the new market. hours before gliding back to Earth their research “in the same [way] the XCOR's Lynx Mark 1 is scheduled to with the aid of a parawing. In Septem- shuttle would allow for payload spe- fly for the first time this year carrying ber the FAA determined that World cialist flights,” according to Poynter. a 120-pound payload. In commercial View’s spacecraft and its operations “We haven’t researched yet in much service, it will take a single passenger fall under the jurisdiction of the Office detail the lower Earth orbit launch 65 kilometers. The Mark 2, due to en- of Commercial Space Flight. platform concept, but it appears there ter operations a year later, will trans- “For the initial flight tests, we are is the possibility for this as well.” port a passenger to 100 kilometers. using one-tenth-scale full sensor array, The first commercial flight in Vir- gin Galactic’s suborbital space program is scheduled for later this year, Balloon and parafoil concepts could vie for business against Virgin Galactic’s though no definitive date for the SpaceShipTwo. Credit: Virgin Galactic launch has yet been released. The hybrid-rocket-powered SpaceShipTwo, carrying up to six passengers and two crew, will take off from the company’s terminal in New Mexico slung beneath the WhiteKnightTwo mothership. Af- ter being dropped from that ship at 50,000 feet, SpaceShipTwo will fire its hybrid rocket motor and carry its customers and crew to an altitude of 110 kilometers in a suborbital path. Virgin Galactic has a tough schedule to meet if it is to start operations this year. SpaceShipTwo made just two flights in 2013 to test the hybrid rocket motor. On the second flight, in September, the spacecraft reached In March, XCOR announced its fir- and the first flight will be with a 65,000 feet and a speed of Mach 1.6, ing of a full piston-pump-powered parafoil rather than a parawing,” says according to a company statement. rocket engine, “which is the founda- Jane Poynter, chief execution for fully reusable spacecraft that tive officer of World View. can fly multiple times per day, every “What we’re really testing day,” said the company. here are the aerodynamics In January 2013, U.K.-based of the parafoil at that alti- Unilever Group and the Netherlands’ tude. Parafoils have been Space Expedition announced a pur- flown hundreds of thou- chase of 22 tickets on the Lynx Mark 2, sands of times, but at lower which has a target in-service date of altitudes. Once we’ve done 2016. these first flights we will Meanwhile, subscale testing on have an ongoing program Paragon Space Development’s World to really map out the entire View edge-of-space balloon capsule is operational parameters at due to start this month. Flight opera- that altitude.” tions are expected to begin in late World View has set up World View Enterprises plans to carry passengers to almost 2016, taking six passengers—each pay- a research and education 100,000 feet altitude in a capsule lifted by a balloon. ing $75,000—and two crew in a fully committee to study the Credit: World View Enterprises.

4 AEROSPACE AMERICA/FEBRUARY 2014 The price of a ticket is $250,000 per person, and the company says it has already received $80 million in deposits from more than 600 customers.

Personal jet market re-emerges

Personal jets—small planes that gener- ally weigh 7,000 pounds or less—may be poised for a comeback. The first Cirrus SF50 personal jet built to con- Poland’s Flaris LAR 1 is due form with FAA airworthiness certifica- to make its inaugural tion is due to fly early this year. flight, with production Cirrus is building three of the sin- to start later in the year. Credit: Flaris LAR 1 gle-engine planes—C-Zero, C-One and C-Two—on the assembly line that will be used for production aircraft during the test and certification campaign. few weeks, Poland’s Flaris LAR 1 is nents to European truck manufactur- “We are expecting the first flight of due to make its inaugural flight, with ers—is financing the program, which C-Zero in the first quarter 2014, and production to start later in the year. also received 13 million euros from certification and first deliveries in late FAA and EASA certification are ex- the European Union’s regional devel- 2015. European Aviation Safety pected in 2015. opment fund between 2007 and 2013. Agency [EASA] certification will follow The $1.5-million all-composite air- A key challenge for personal jet shortly thereafter,” says Gary Black, craft has detachable wings and hori- developers in the past has been the Great Plains Regional Sales Director zontal stabilizers, a nose-mounted escalating costs and the length of time for Cirrus. The company, based in Du- ballistic parachute, and a fuselage- between the first flight and the plane’s luth, Minn., says 75 aircraft are likely mounted fuel tank. The plane will delivery to customers. According to to be delivered in the first full year of have half the takeoff weight of the announcements at the National Busi- production, rising to 150 a year after SF50, according to Maciej Peikert of ness Aviation Association’s 2013 con- that. More than 500 deposits have the Flaris Team. It will initially be cer- vention in Las Vegas, the development been taken for the plane. tified as an experimental aircraft under costs of the SF50 are $150 million, of According to Cirrus, C-Zero will be Polish airworthiness regulations with which $50 million has been spent and mainly used for performance verifica- full EASA certification planned for a $100 million further committed by Cir- tion, flying qualities certification, and later stage. Flaris’s parent company, rus’s parent group, China Aviation In- production tooling and process devel- Metal Master—a supplier of compo- dustry General Aircraft. opment. C-One will be Development cost increases also used for aircraft systems were among the main reasons cited by development and certifi- Peter Maurer, president and chief ex- cation, plus refinement of ecutive of Diamond Aircraft Industries production components Canada, for the February 2013 suspen- and assembly planning. sion of his company’s personal jet pro- C-Two will enter flight gram, the Diamond D-Jet. testing in the late stages The market for personal and twin- of certification and will engined VLJs—very light jets—col- reflect, as closely as pos- lapsed in the wake of the 2008 finan- sible, the first production cial crisis that engulfed North America configuration aircraft in and Europe. But the long-term future equipment as well as for these planes is looking more posi- manufacturing processes. tive, for several reasons: the recent re- The SF50 is not the covery in these markets, the advent of only personal jet in devel- The first Cirrus SF50 built to conform with FAA airworthiness a new generation of more affordable opment. Within the next certification is due to fly early this year. Credit: David Lednicer personal jets, and a growing interest in

AEROSPACE AMERICA/FEBRUARY 2014 5 VLJs from customers and investors In December, the outside the U.S. Montebello, Calif., Although sales of Embraer’s Phe- company announced nom 100 and Cessna’s Citation Mus- a strategic partner- tang VLJs have fallen in recent ship with Luxem- months, new VLJs are entering the bourg’s cargo airline market. FAA certification flight testing Cargolux to investi- of the HondaJet VLJ is due to start in gate the potential for early 2014, with type certification ex- new airfreight serv- pected in early 2015, according to a ices in Europe and company news release. The first cus- North Africa based tomer delivery of the Eclipse EA 550 on the ML866 and VLJ was in October, and the current ML868. The services production rate is between 1.5 and would exploit the Worldwide Aeros Corp. is accelerating development two aircraft a month, said a company vertical takeoff and of the Aeroscraft ML866 dirigible cargo airship. spokesman at the Las Vegas meeting. landing abilities of Credit: Worldwide Aeros Corp Meanwhile, at the annual London these airships for car- Business Aircraft Europe event in Sep- rying standard inter- tember, Richard Koe, managing direc- modal containers as well as heavy and compresses inert helium for in-flight tor of business aviation analysts outsized cargos. This announcement ballasting. Other key technologies in- WingX Advance in Germany, said that followed a November agreement with clude an internal cargo handling sys- between 2008 and 2012, VLJ activity in Icelandair on developing cargo opera- tem to minimize loading and unload- Europe had increased to 33,000 flying tions to Arctic Circle destinations on ing time, and fly-by-wire systems to hours from 4,000, and VLJs had in- multiple continents. This would turn connect all flight, engine and utility creased their market share from 3.6 Iceland into a cargo hub for airship controls within a single fiber optic net- percent of the market to 33 percent. operations linking destinations in work. The proof-of-design demonstra- Planes such as the Embraer Phenom Greenland, Siberia, Alaska and North- tion ship for the Aeroscraft established 100 and Cessna Citation Mustang have ern Canada. its internal variable buoyancy technol- done well at the expense of the Cita- Also in November the company ogy in January 2013, and the ad- tion XLS and Hawker 700. signed an agreement with aviation vanced prototype demonstrated inte- The U.K.-based International Bu- simulator company CAE on develop- gration of this technology with other reau of Aviation’s “Business Jet Asset ing simulation and training aids for the innovative subsystems during flight Report 2013” said, “During the period new generation of airships. operations in the last quarter of 2013, 2005-2010 the VLJ sector saw a period “Aeroscraft will introduce air cargo according to the company. of spectacular growth on products options for high-value payloads with a Aeros plans to have the first of its such as the Eclipse EA500, Embraer time of delivery and cost per ton-mile initial fleet of 22 Aeroscraft operating Phenom 100 and Cessna Citation Mus- in between current airlift and sealift,” in 2016, and current production plans tang. Despite these entry level aircraft says the company’s chief executive of- are based on the manufacture of four faring poorly during the recent eco- ficer, Igor Pasternak. At the same time, smaller ML866s and 18 larger ML868s. nomic downturn, IBA’s expert opinion he says, the firm will introduce point- “The initial fleet of vehicles will be predicts this sector will show signifi- to-point delivery to “side-step inter- allocated based on our clients’ needs, cant growth by 2025.” modal transfers and delays [as well as] which include Project Cargo, resup- infrastructure development costs, de- plying offshore oil rigs, moving wind livering cargo faster than is now pos- components across the vast land- sible by boat, rail and truck.” scapes and over borders of Southern Cargo airship gains In September Aeros received an Africa, and bringing renewable energy global partners airworthiness certificate from the FAA power sources and equipment to rural for research and development flights villages in India,” said Pasternak at the In the past few months Worldwide for its Aeroscraft. This 266-foot-long 2013 Air Cargo Europe Convention in Aeros Corp., known as Aeros, has engineering craft will be operated in Munich. “Recognizing that about half signed a number of deals with part- designated controlled airspace to test the fleet will be located in South ners aimed at accelerating develop- and validate some of the key enabling America, the Arctic and sub-Saharan ment of two Aeroscraft dirigible cargo technologies for the ML866 and Africa, our vehicles have been tested airships: the ML866 and the ML868, ML868. and developed with the goal of global which would be able to carry 66-ton One of these technologies is a operations in all climates.” and 250-ton cargo payloads, respec- control-of-static-heaviness system—a Philip Butterworth-Hayes tively, according to the company. buoyancy management system that [email protected]

6 AEROSPACE AMERICA/FEBRUARY 2014 13th International Conference on Space Operations eOps 2 c 01 pa 4 SpaceOps 2014 S

P a a Explore Innovation s ni ad r ena, Califo o.BZt1BTBEFOB $BMJGPSOJB www.spaceops2014.org

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

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Jet Propulsion Laboratory California Institute of Technology

14-170 SciTech 2014

that’s because of some Elias: Technology higher competence of… European engineers and alone cannot solve managers over the United States.” launch costs He struck the same theme in discussing the Antonio Elias of Orbital Sciences Corp. Space Launch System delivered a tough message during rocket and Orion crew SciTech’s von Kármán lecture: There is capsule that NASA and its no Moore’s Law for rocketry; the only contractors are building to way to lower launch costs significantly government specifications, would be to spread costs over more while other contractors are launches. vying to provide commer- “Chemical rockets are amazing… cially designed craft for the with power densities [similar] to nuclear NASA market. explosions;” but “the fundamental tech- “I believe the U.S. gov- nology…is at a dead end,” said Elias, ernment only has enough Orbital’s chief technical officer. budget to support one of The space shuttle, whose launch Antonio Elias. these approaches, and rate fell far short of early predictions, Photo byBill Petros there has been a political was “a great technological achieve- decision to support both, ment,” he said, “but certainly from the which means the budget standpoint of reducing launch cost, it Vehicle program. required to support these approaches didn’t work.” “The U.S. government chose to would be insufficient. Therefore, we If neither reusability nor chemical force Atlas and Delta to co-exist as self have doomed both approaches to fail- rockets will be the answer, “what’s left?” competing vehicles in a single market, ure,” he said. He answered his own question: “Rate: therefore almost automatically chop- The master of ceremonies, David To what degree can we increase rate?” ping the rates by a factor of two for a Throckmorton of Northrop Grumman, Elias said the importance of launch given market,” he said. returned to the microphone: “Well, I rates has not been fully appreciated. He Meanwhile, France’s Ariane 5 arose don’t want to end this conversation on pointed to the modernized Delta 4 and as “one vehicle serving one market.” this note,” he joked. But he did. Atlas 5 rockets developed in the U.S. Why does Arianespace have a price Ben Iannotta under the Evolved Expendable Launch edge? “I totally refuse to believe that [email protected]

New design ﬂexibility at stake in X-56A tests The X-56A’s first flights with flexible wings will be aimed at demonstrating a possible coping mechanism for wing flutter, the aviation world’s equivalent of the uncontrolled vibrations that fa- mously destroyed the Tacoma Nar- rows Bridge in 1940. The wings of today’s planes must be stiff and heavy enough to avoid flutter when an aircraft is flying within its normal altitude and speed envelope. X-56A. Credit: NASA Engineers from the Air Force Research Lab and Lockheed Martin Skunk Works hope to open new design options by and actively suppress it with flight con- next couple of weeks,” said AFRL’s Pe- demonstrating how a plane can be trols and wing movements. ter Flick on Jan. 16. equipped to detect the start of flutter “We hope to be flying here in the The X-56A Multi-Utility Technol-

8 AEROSPACE AMERICA/FEBRUARY 2014 SciTech 2014 “If you promise your technology will end world hunger, you will not be believed, and if you are believed, you cannot deliver.” Mike Griﬃn, president, AIAA

“When we’re looking to make cuts as if we were trying to lighten the load on an airplane, the idea that the ﬁrst thing you want to toss out is the engine is not the best approach.” Rep. Chaka Fattah, D-Pa., on cutting “the engine of the U.S. economy,” science & technology.

“Stereotypes are hard to shake…. These people said the same Credit: NASA thing about small computers.” James Cutler, University of Michigan, 2016 could bring breakthrough for small satellites on skeptics who question the value of small satellites. Soon, small satellite builders could have a new way to launch their spacecraft, other than dispensing them from the space station, as in this photo from 2012, or cramming “I can build them on expendable rockets as secondary payloads. Generation Orbit Launch Services, a very secure system, but Inc. is developing a rocket called GOLauncher 2 that would be carried into the air under a jet and then be released to blast payloads into space. It’s designed specifically it is very, very difficult to for small payloads, which would free builders from the schedule dependency and generate revenue out of it.” regulations that constrain them, said Garrett Skrobot, mission manager for the Sam Adhikari, Sysoft Corp.,on balancing Launch Services Program at Kennedy Space Center. A set of cubesats will be aboard revenues and network security. for first flight in 2016. “Talented engineering will remain the coin of the realm… ogy Test-bed aircraft flew last year know it can destroy a plane if it lasts talent controls the future… with a set of stiff wings as a control for longer than a short time. [and is] in short supply.” the flexible wing experiments. The X-56A has to be unmanned C.D. Mote, National Academy of Engineering If the new tests go well, engineers because the testing is extremely haz- might be able to design faster, lighter ardous. Engineers plan to recover it by “[While] we have a proud planes for military and civilian appli- parachute, if necessary. legacy and rich history in cations. The origins of the program Lockheed has built two center- space, this is not a substitute are tied to the Air Force’s attempts to bodies on the program, each powered develop a high-aspect-ratio plane— by twin 85-pound-thrust JetCat P-400 for leadership.” Scott Pace, George Washington University meaning one with long, thin wings— micro jet engines. The center-bodies for high-altitude reconnaissance. can be fitted with a number of differ- Flick said that the X-56A is not a ent wing sets designed for different “We celebrate movie stars, prototype, nor will the data generated test conditions. Lockheed has built we celebrate athletes, be proprietary: The idea is to advance one set of stiff wings and three sets of but we don’t do a great job the state of the art for the industry and flexible wings. The aircraft and wings celebrating people who do provide more data about flutter. The are fitted with water tanks to simulate phenomenon is not entirely under- differing fuel weights and different great things.” stood beyond its description as a self- center-of-gravity conditions. Ray O. Johnson, Lockheed Martin, on communicating aerospace industry feeding vibration produced by a con- Dave Majumdar achievements. fluence of external forces. Engineers [email protected]

AEROSPACE AMERICA/FEBRUARY 2014 9 Hard science Budgets are tight, but NASA Chief Scientist Ellen Stofan says her agency isn’t backing away from bold plans for studying the origins and evolution of life in the universe.

Geologist Ellen Stofan is NASA Administrator Charles Bolden’s top advisor in the debates over how best to apply the agency’s science dollars. In an era of robotic exploration, Stofan is an unabashed advocate of getting flesh and blood explorers to Mars, and she says she’s willing to go up against a robot any time. Her scientific specialties are Venus, Mars and Titan, but Stofan also likes to walk around on volcanoes. She has a Ph.D. in geological sciences from Brown University. Ben Iannotta spoke to Stofan in her office at NASA headquarters.

Photo by Ben Iannotta

NASA plans to extend International over the past 15 years have gone into Space Station operations to 2024. construction, and not into the research As a scientist or a researcher you piece. We had many amazing teasers want to know that a platform is going in the research area. This extension to to be there so you can develop your 2024 allows us to say we’re going to hypothesis, test it, alter your experi- take all these nuggets of cool stuff and ment and keep going. Having that return [them] into something. assurance that the ISS is going to be there is really critical. I hear it said all the time that Mars is better mapped than Earth, and that The early promise of medical break- we study Mars more than Earth. Is throughs and manufacturing break- that true? throughs on ISS hasn’t panned out. No, it’s certainly not true. At Well, the bulk of the resources NASA, we do the Earth, we do Mars.

10 AEROSPACE AMERICA/FEBRUARY 2014 Interview by Ben Iannotta

On the Earth, you have all these inter- gets warmer. That’s just physics. [See What are some of the technologies acting processes that make our planet related story: “Target: Climate that you wish you had? so complicated. That’s the beauty of Change,” Page 26.] Back in the 1980s, Oh boy, that’s a long list. I always why we study the planets—to go to a the models were a little bit all over the want to go explore the hard places. place like Mars and say, “Okay, place. Over the last 20 to 30 years, the I’ve [studied] Venus, where it’s 900 de- there’s no biosphere. It’s much colder. models all converged and started say- grees Fahrenheit, so where are the The atmosphere’s thinner. How does ing the same thing. Are there still ar- high temperature materials and the a process like climate work?” Venus eas where we could improve? Yes, high temperature systems? I want to has this amazing runaway greenhouse and that’s why NASA spends a lot of see astro-biologists and geologists on [effect]. How can we use all these dif- time trying to gather data [about] the the surface of Mars, picking up rocks, ferent planets to help us understand role of clouds, precipitation, surface cracking them open, trying to find ours better? winds. We collect an immense amount that evidence that life evolved on

So how do you—you, plural—go about deciding the priorities? “The bulk of those [climate] measurements we make We do it through the National here at NASA on the Earth are all pointing in one pretty Academy [of Sciences] and the Na- unequivocal direction.” tional Research Council, where we have these decadal surveys in every area of science. You get the best peo- of data that allows us to have an awful Mars. There’s a huge range of exciting ple together in the community, and lot of confidence in those models. technologies that we need for landing you have an open debate, to say, That’s why 95, 97 percent of papers big payloads down on the surface of “Where are the real holes in our sci- that come out in the scientific commu- Mars; sustaining humans for a long ence? And where is the biggest scien- nity [say] that there really is a consen- period of time; making them au- tific payoff?” That’s a hard thing for sci- sus that anthropogenic climate change tonomous, so that you’ve got cool entists to do, because everybody loves is what’s happening. The bulk of things like self healing materials. The their own particular area of research. those measurements we make here at president has said he wants to see hu- At NASA, we take those decadal [sur- NASA on the Earth are all pointing in mans in orbit around Mars by the veys] and say, “Now let’s match them one pretty unequivocal direction. early 2030s. I’d love to see humans on up against the budget realities.” the surface of Mars as soon as we can Have you had any contacts with after that. What’s your sense of how people on your counterpart in China about the the Hill and at the White House research they’re doing on the Moon? “Don’t we prefer [decadal match resources to priorities? No, but we’re definitely watching surveys] to a bunch of guys I think everybody’s really respect- closely and hoping that they send ful of the decadal process, because back a lot of cool data. in a smoke-ﬁlled room they realize the process the scientists somewhere setting priorities?” go through, of having to say, “We’re Is this a fight over lunar resources? going to leave some things behind.” I certainly don’t think it’s a fight Don’t we prefer that to a bunch of over resources. China has their space The other area of technology is guys in a smoke-filled room some- program, and they have their goals, something that I’ve been so excited where setting priorities? and what they’re trying to accomplish, about this year. If you stop and think and we have ours. In the case of a lu- about it, it just continually blows your Is it possible to make climate predic- nar mission, we don’t have a lunar mind: Kepler has found 3,500 planets. tions for a complicated planet like rover right now, but we have assets in When I was growing up, we had Earth? orbit around the Moon. So their data nine. Then we had eight. Now we’ve When I started working on the has the potential to complement our got three thousand five hundred, and Magellan mission to Venus back in the data. They come to conferences and that’s the tip of the iceberg. I was at a late 1980s, we knew Venus had a present their results, and we’re anx- middle school early this week, and greenhouse atmosphere. You put ious to see that. The more players we more CO2 in an atmosphere and it have the better. (Continued on page 15)

AEROSPACE AMERICA/FEBRUARY 2014 11 Laser eye on aircraft ice

Engineers at NASA’s Glenn Research power to model the complex flow be- wing. To do so, they will scan a 3D Center have figured out how to make havior over the ice. Work will progress digital model of the ice shapes formed three-dimensional digital representa- this year to address these questions. in the icing tunnel. They will then en- tions of the ice that can build up on In the meantime, management is ter that model into the CFD software aircraft wings and steal lift. Plans call being careful not to over promise. and see how it compares to the results for turning these digital renderings “There have been many people prom- gleaned from testing a physical model into resin replicas of ice accretions, so ising [pure CFD] capabilities over the in a wind tunnel. that aircraft designers can attach them years, which has led to an unwar- to airfoils and assess the effects of ice ranted elevation of expectations for From 2D to 3D without having to go to a wind tunnel CFD and subsequent disappointment Short of eliminating tunnel testing, the capable of producing ice. The repre- with actual capabilities,” says mechan- laser technology could let engineers sentations will also be tested in com- ical engineer Mark Potapczuk, the air- avoid costly and time-consuming putational fluid dynamics models, frame icing lead at Glenn. In the modeling techniques, such as casting which raises the theoretical possibility nearer term, the 3D digital images can polyurethane models of ice shapes or that wing accretions might someday be used to “aid in developing more ef- using a heated metal plate to bisect be modeled entirely on computers, fective wind tunnel test campaigns the ice, exposing a cross-section. The eliminating the need for icing tests in and to aid in analysis of wind tunnel engineers must trace these cross-sec- wind tunnels. test results. That is a much more tions on a piece of cardboard, which NASA cautions that a long list of achievable yet ambitious goal for this of course means a 2D representation. questions must be addressed before research,” he says by email. Those will then be collected for later that can happen, including whether By mid-2014, the team at NASA digitization. the resolution of the laser scanning Glenn outside Cleveland plans to use The laser work marks a break- will be sufficient; whether processing laser scanning to see how accurately through. “This is the first time that the laser data introduces errors; and CFD testing can predict the aerody- we’ve been able to document [on a whether there’s enough computing namic impact of ice on an airplane computer] an ice shape in a full 3D configuration,” says Potapczuk. “In the past it’s always been 2D.” Laser scanning also allows researchers to do something they could never do with cast models: easily adjust the size of an ice shape. “We can scale it up by a factor of two or three,” Potapczuk explains, “or scale [it] down by a factor of two or three,” depending on the needs of the testers. The potential impacts are enor- mous. Today, the Icing Research Tun- nel at NASA Glenn is the first stop in a two-step process for designers who hope to earn FAA certifications for flight in a range of cold weather conditions. Experimenters mount the section vertically and then turn on a pow- erful fan, generating up to 350-knot winds. At the same time, they set the temperature of the test section to as low as -30 degrees Fahrenheit and turn on a spray to simulate water drops in an icing cloud. Within min- NASA researchers use a laser scanner to collect a 3D model of ice accretion. Credit: NASA utes, the wing is covered in ice.

12 AEROSPACE AMERICA/FEBRUARY 2014 The laser device scans ice shapes in 10 to 30 minutes. Credit: Hexagon Metrology

Bragg, dean of the University of Wash- Looking to industry ington’s College of Engineering and Two years ago, NASA Glenn revisited the principal investigator on NASA’s laser scanning as part of its swept cooperative agreement supporting the wing ice accretion characterization swept wing work. If a researcher tests and aerodynamics task. The work is one section of a straight wing, he has carried out in cooperation with Boe- a good idea how ice and air will being and a few participating universi- have with the rest of it. But swept ties. Looking for vendors to assist wings are tapered. “They also have them, the team tapped Hexagon lots of twists, also a changing angle of Metrology, a Rhode Island company attack, so they kind of rotate as they that produces the Romer Laser Scan- go out towards the tip,” Bragg says. ner. Described by the firm as a high- To test a swept wing in the Icing accuracy device, the machine is typi- Research Tunnel, researchers must use cally used to scan industrial parts so Next, the researchers must meas- a scaled-down model – a wing that they can be reverse engineered. ure the accreted ice, recreate the might easily exceed 50 feet cannot fit At the time, Hexagon Metrology shape and see how it affects airflow in in a test area that is only 6 feet x 9 feet had not yet integrated its Romer Laser an aerodynamic tunnel located else- x 20 feet. Likewise, whatever ice Scanner into a freestanding jointed where, one that provides very specific shapes accrete on the mini-wing in the arm, which would eliminate the con- conditions needed for this test and not tunnel must be scaled up to match a stant calibration that goes with pairing available at Glenn. real wing – something that can now be up two separate pieces. So company Measuring the ice is a tricky busi- done easily with a 3D digital model. officials instead brought a third-party ness, and a big motivation for shifting Researchers have long recognized scanner to the NASA demonstration. to lasers. Ice does not form evenly on laser scanning as a potential answer to However, that other laser could not the leading and trailing edges of a these difficulties. In fact, NASA exper- handle rapid changes in temperature. wing. Instead, it comes in rough imented with the technology a little “What they needed was something patches and oddly shaped nodules. over a decade ago. “They had laser that…[could go] from a very warm to “We can’t just go in and take a tape scanners, and they had software, but a very cold environment, and still be measure and try to figure out the neither of them were developed able to scan,” says Burt Mason, Hexa- geometry of the ice shape,” says enough to provide us with the final gon’s regional sales manager servicing Potapczuk. outcome that we were looking for at the NASA program. Testing the swept wings of large the time, and we kind of let that go for In a follow-up demonstration, jets is a special challenge, says Michael a while,” Potapczuk says. Hexagon Metrology officials brought

AEROSPACE AMERICA/FEBRUARY 2014 13 their new Romer Absolute Arm 7520 must be treated with a white, fast-dry- SI, an integrated laser scanner system ing titanium oxide paint. “What we with a 1-meter reach and an accuracy would have to do is paint the ice with range of 58 microns (about two thou- white paint….We can’t scan the ice di- sandths of an inch). The carbon fiber rectly, because it’s semi-transparent,” construction of the Romer Absolute Lee explains. “[T]hen we bring in the Arm provided the required thermal scanner.” stability that the other scanner lacked, In 2012, NASA purchased After that, researchers process the so there was no need to wait for the a Romer Absolute Arm scan with specialized software called 7520 SI longer reach system to adjust to the ambient tem- system to measure Geomagic, provided by another com- perature. Mason describes the second large ice shapes. pany, and that result becomes the ba- test as a slam dunk: “We walked in Credit: Hexagon Metrology sis of the 3D model that can be and scanned it and walked out and printed up in resin. they went, ‘Holy smokes!’” The ultimate objective of the laser The NASA team purchased a research is to bring down the cost of Romer Absolute Arm 7520 SI in March air travel, since a main cost driver is 2012 and a second, longer reach sys- vice, NASA researchers can scan ice the capital expense of the airplane, tem to measure larger ice shapes in shapes in 10 minutes to half an hour, which is driven partly by the cost of September. That second version can depending on the complexity of the testing and certification. At the same run off a battery and has 802.11g Wifi. shape and how fine a resolution is time, engineers know that safety is One experimenter can scan with it in sought, says Sam Lee, a Vantage Part- sacrosanct. “It’s all about being able to the icing tunnel while another gets the ners contractor. Lee is working with provide safe flight at a very fair and 3D model on a computer screen in a the team at Glenn and is also principal reasonable cost,” Bragg says. separate room. investigator for the scanning evalua- Erik Schechter Using the Hegaxon Metrology de- tion effort. Before the scan, the ice [email protected]

14 AEROSPACE AMERICA/FEBRUARY 2014 (Continued from page 11) the kids were asking me, “When are a senior review, to determine, “Can can get it done much more quickly and we going to get to go visit those plan- they keep doing some good science?” much more efficiently than a robot. ets? How do we understand how And I think there are some indications much like the Earth they are?” And there that are exciting things that they You’ve seen the statistics about U.S. stu- I’m like, yeah, “Those are the ques- might be able to do to keep this mo- dent math and science scores. How do tions we have.” We’re going to need mentum going on discovering exo- you feel about the future for science? technology advances, not just in planets. Once we get TESS [the Tran- That’s increasingly worrying as we propulsion, but in studying very, very siting Exoplanet Survey Satellite] and face things like climate change, which distant objects. JWST [the James Webb Space Tele- is going to have huge implications for scope], they can sort of take over from this country, five, 10, 20 years down What are some of the interesting where Kepler leaves off. So, fingers the road. You want to have a society things scientists might still be able to crossed that something good will that is well versed not just in being do with fewer reaction wheels on come out of it, I’m pretty optimistic. able to invent that thing that’s going to Kepler? help us, but in understanding the im- The Kepler team has worked re- Why send people to Mars? If you plications of what’s happening. We ally long and hard to see what they shifted those resources to robotics, want a STEM-educated public, and we could do with a two-wheel mission, maybe robots could crack open the want people going into STEM [science, and they’ve come up with some inter- rocks. technology, engineering and math] ca- esting options that are going to have You could, and that’s a path that reers. At NASA, we play a critical role to be folded into the whole view of we work on. But I just have this in- because we provide a lot of inspira- what we do here in the budget. There credible bias—I’m a geologist. I still tion. I was in this middle school and are still things you could be doing to spend part of my year doing field geol- there must have been 150 to 200 kids study exo-planets, and that’s certainly ogy. I’m out on a volcano walking on the floor of this gym. Those kids their focus. This has got to go through around. I would argue that a human were mesmerized. They were excited.

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AEROSPACE AMERICA/FEBRUARY 2014 15 Green Engineering

Runway taxiing goes green

What could be one of aviation’s fore moving to the takeoff runway and Turnaround times between flights biggest environmental advances in 30 turn them off just after leaving the land- also would be reduced. Planes would years now appears to be a matter of ing runway, cutting fuel costs and emis- not have to wait for tugs, or to be cou- “when” rather than “if.” Two compa- sions. The batteries driving each electric pled to them and then uncoupled. nies report they are closing in on elec- motor would be powered by the air- Moreover, a plane’s wheel-mounted tric technologies that would let planes craft’s auxiliary power unit, which electric motors would allow it to turn taxi between airport terminals and burns only a small fraction of the fuel sideways safely in congested ramp areas runway holding areas without using the engines would burn while taxiing. without causing any jet-blast damage. their engines. This ability—a concept One of these firms is a small start- WheelTug has trade- up called WheelTug; the other, known Airbus plans to use the Electric Green marked as the “Twist”— as EGTS, is a collaboration by three Taxiing System on its A320 series. could produce the great- Credit: Airbus manufacturing giants. The two compa- est cost saving of all, says nies are pursuing very different tech- Cox. It could allow planes nical and business strategies, and to disembark and board WheelTug reckons that its technology passengers at two adja- could be ready to enter service within cent gates simultaneously, two years. slashing turnaround times The benefits of taxiing without en- by a third. gine power would be significant, ac- This could create cording to Isaiah Cox, chief executive enough extra utilization officer of WheelTug, which pioneered time in the day for a short- the concept of electric taxiing in the haul aircraft to operate an early 2000s. Airlines, he says, could save Pilots wouldn’t have to ride the additional, revenue-producing sector. fuel, labor and time by using landing- brakes as they do during engine-pow- Taxiing on battery power generated gear-mounted, battery-powered electric ered taxiing. This would reduce brake by the auxiliary power unit would also motors to taxi their planes. wear and replacement costs. Airlines be much quieter than taxiing even on wouldn’t have to hire tugs to push one engine. New twist on savings back their aircraft, and that task would If aircraft could taxi electrically, then pi- also require fewer workers, saving la- Aiming at single-aisle lots could turn on their engines just be- bor costs. WheelTug and its competitor EGTS, Electric Green Taxiing System—a joint venture of Honeywell and Safran’s Messier-Bugatti-Dowty unit, respec- tively the world’s biggest producers of airliner auxiliary power units and landing gears—reckon that electric taxiing makes far more sense for single-aisle aircraft than for widebody jets. Because single-aisle aircraft usually fly far shorter sectors and perform many more takeoffs and landings each day than do widebody jets, they do a lot more taxiing. There are also vastly more single-aisle planes in service: At least 10,000 Boeing 737s and A320 WheelTug has several industry partners family jets are operating today. Several for its electric taxiing system. thousand more single-aisle jets and Credit: WheelTug turboprops also could be fitted with wheel-mounted electric motors.

16 AEROSPACE AMERICA/FEBRUARY 2014 The EGTS partners have signed a gineering data for their air- memorandum of understanding with craft cheaply, if at all. This Airbus to develop and validate their makes it extremely difficult autonomous electric push-back and for third parties to perform taxiing system for the A320 family. Al- a full FAA—or equivalent— though they declined to be interviewed certification process for air- on technological and certification ques- craft major structural modi- tions, the partners intimate in a Dec. 18 fications. Instead they statement that they intend the EGTS usually seek a simpler cer- system not only to be installed on fu- tification method involving ture-production aircraft but also retro- issuance of a supplemental fitted to planes already in service. type certificate, which is EGTS and WheelTug have adopted applicable only to minor very different technological ap- structural modifications. WheelTug tested its system on a Germania Boeing 737-700. proaches, and different business mod- This has been a thorny Credit: WheelTug els for marketing their systems. These problem for WheelTug. give each competitor unique certifica- Cox says the planned late-2014 certifi- Brooker, chief technical manager of tion and commercial challenges. cation date has slipped to “well into IBA Group, a U.K.-based aviation tech- 2015,” and that WheelTug has recently nical services firm. Designed for the Creative answers simplified its system significantly, A320 family and already demonstrated Although WheelTug doesn’t offer sys- mainly to lighten it. WheelTug has experimentally, EGTS is a dual system tem redundancy, it’s much simpler done so partly in the hope it can ob- that uses an electric motor mounted on and lighter than the EGTS system, tain a supplemental type certificate for a wheel on each main landing gear which might make it easier to earn air- the system and so avoid the need to unit. Though it offers system redun- worthiness certifications from the FAA buy manufacturers’ engineering data dancy, EGTS is much heavier than V1 or other authorities around the world. for certification. The system is now and requires air cooling. In addition, WheelTug uses a nose-landing-gear- called V1 and is operated by a pilot its motors are located close to each mounted electric motor to drive the rather than ground staff as originally main landing gear unit’s brakes. nosewheel, to taxi and to turn the air- planned. V1’s maximum taxi speed is EGTS will operate in “an ex- craft. One criticism, from some aircraft lower than that of the original version. tremely hostile environment,” says analysts and from competitor EGTS, is Cox says the company might still Brooker. Its motors will be exposed to that its nosewheel location sometimes need to buy manufacturer engineering potential hydraulic leaks, to sizable makes it unable to provide enough data to achieve certification. But while landing stresses, and—because of the traction to push back or taxi a plane WheelTug has not yet chosen the air- system’s proximity to the plane’s car- when the weather is snowy or icy. craft type on which it will first certify bon brakes—to extremely high tem- Cox’s answer to this is that Wheel- the system—the choice depends on peratures and to brake dust. Brooker Tug’s business model is not to sell the having a customer aircraft available for thinks EGTS may be more likely than system to airlines, but merely to long enough to do so—it has chosen WheelTug to experience technical charge them service fees representing to certify V1 through the FAA rather problems in routine operation, partic- a fraction of the actual savings that than through EASA, the European Avi- ularly after several months in service. customers realize operationally from ation Safety Agencies. That said, the size, technological using it. Only WheelTug would be out This is because “EASA relies on Air- expertise and market clout of the of money if bad weather didn’t permit bus,” Cox says. Since Airbus is now al- EGTS partners should help get their its use. To date, WheelTug has gar- lied to EGTS and the A320 family is un- system through EASA certification— nered commitments from 13 airlines to der the airworthiness oversight of this will probably happen later than fit 731 single-aisle planes, mostly Boe- EASA, it appears likely WheelTug will WheelTug’s certification—and into ing 737s. One, Icelandair, intends to look to certificate V1 first on a Boeing sales contention. The EGTS partners use the system on its future Boeing 737. Once the system receives certifica- are “already flooding the market” with 737 Max jets, but this is a separate cer- tion for one aircraft type, getting it for their sales efforts, says Brooker. He tification challenge, because the nose- other types should be relatively simple. reckons both systems have consider- landing gear of tomorrow’s 737 Max is able market potential and should be different from that of today’s 737NGs. Harsh challenges for EGTS particularly attractive to airlines serv- As a small company, WheelTug’s The technical and certification chal- ing remote, ill-equipped airports. biggest headache could be that Airbus lenges for EGTS will be harsher than Chris Kjelgaard and Boeing do not sell the design-en- those for WheelTug, according to Paul [email protected]

AEROSPACE AMERICA/FEBRUARY 2014 17 Career Proﬁle

Outreach 101: Listen It’s not always easy being the intern. You have what you think is a reasonable brainstorm, and the professionals around you just chuckle—most of them anyway. With any luck, someone like systems engineer Carlos Niederstrasser will be around. That’s what happened nine years ago at Orbital Sciences Corp. when an intern named Jason Ethier mused that it would be great if his fellow high school students could build a satellite and fly it. Niederstrasser caught wind of the idea raised by Ethier, then a student at Thomas Jefferson High School for Science and Technology, a publicly funded and highly competitive high school in Alexandria, Va. Ethier is now one of Forbes magazine’s “30 under 30” for his technology work in the petroleum industry. Niederstrasser took him very seriously. Niederstrasser pushed the idea forward, and the result was years of development work a by a succession of students, culminating in the 10-centimeter-diameter TJ3Sat, pronounced TJ Cubesat. It was launched in November on a Minotaur rocket, with a couple dozen other small payloads. The TJ3Sat story is not one entirely of high-fives. The plan was for space wonks to visit the project’s website and type in short messages that, if approved, would be beamed up from the high school to the satellite, where a voice synthesizer would convert the messages into analog broadcasts for amateur radio listeners. It hasn’t worked out that way. Controllers have had no confirmed contacts with TJ3Sat. Niederstrasser says that’s OK. The goal was not perfection, but learning, and lots of that took place over the years. Perhaps most importantly, other high schools have taken inspiration from Thomas Jefferson. Ben Iannotta [email protected]

Career shift >> I started at Orbital in a more traditional systems engineering capacity, working on several programs as I went along—OrbView 3, which was one of the first wave of commercial remote sensing satellites, and the Dawn spacecraft, which is on its way to the asteroid Ceres. As I went along, I started getting involved in re- cruiting, and that sort of grew to more university relations, and coordinating a lot of the work with the universities.

Orbital Training Academy >> I started an internal training program here at Orbital, where we put together six to eight week courses on various subjects of interest. They’re taught by employees, and they’re open to any employees, regardless of their job description. I see it as a way to Above, students touch the shell of the make everyone a little bit more of a generalist and really TJ3Sat. Credit: Orbital Sciences Corp. make sure they understand what goes on in other parts of the company that they may not be exposed to in their day Below, the satellite in the thermal to day work. We started with an introduction to pressure vacuum chamber at Orbital Sciences. Credit: Thomas Jefferson High School dynamics, which was just talking orbital mechanics, delta for Science and Technology V, all that good stuff. We opened it up to whoever wanted

18 AEROSPACE AMERICA/FEBRUARY 2014 “....no matter how you look at it, they were getting the whole aerospace experience.” it in the company. So we had electrical much as you’d expect—giggles, and engineers who knew their satellites “That’s not going to happen; a high went around in circles but didn’t really school cannot build a satellite.” I found understand what that meant. We even out about it, and I was familiar with the had someone from our insurance de- evolution of [university] student satel- partment come in and take the class just lites. I had worked on a student satel- to really get a better grasp of what the lite back at Stanford. I knew of this subject matter he’s trying to insure is. new, crazy concept called cubesats that Another class we have is rocket science was just beginning to emerge as a stan- for everyone—for folks who are really dard platform. excited to be working in a space com- We started talking with the high Carlos Niederstrasser pany, but don’t really know what makes school a bit more and they agreed to it so special, so hard or challenging to set up a systems engineering class at put a rocket in space. The course atten- the school, and Orbital agreed to pro- dance is done on the employee’s own vide them both with financial support, TJ3Sat fate a mystery >> We had un- time. You would think that might some- but more importantly with mentorship confirmed reports from various ama- what reduce interest, but in reality we and advice to actually put together the teur radio operators hearing the satel- find that every course we give is over- program. lite, but we have not been able to booked and we sometimes have to turn reliably command it. They’ve heard the people away. Avoid the “gory details” >> At Stan- tone at the right frequency, but we ford, I had worked on what was essen- couldn’t confirm that it was definitely Staying sharp >> It’s probably been tially the predecessor or grand-daddy to us. As you’re probably aware, that eight years or so since I worked full time cubesats, and I knew that the cubesat launch had 27 other cubesats with it, on a specific project, but even today I standard, even as far back as 2006, was so it’s not 100 percent certain that they still do a lot of reviews. I was part of the beginning to create a commercial mar- heard us. That’s why we say there are independent flight readiness review that ketplace for components that you could unconfirmed reports. we did for the Cygnus spacecraft prior to just go out and obtain. If there was a its first launch a few months back. I do a significant amount of hardware that we Ultra-realism >> When you look at lot of new business support: I either were using as a basis, then there was a the course of the project, the experi- write or review proposals. high likelihood of them being able to ence of the students ended up being complete it. It was going to be the gory much more realistic than we ever Why reach out? >> That was always details of hardware design that would could have imagined. Two years into just something I was very interested in. trip them up, if they had to do some- the project there were budget cuts and From high school, I was very involved thing like design their own flight com- the system engineering class got can- in going back to elementary school and puter. So being able to have flight com- celled, and so they were left to keep teaching kids. That interest has kind of puters available already commercially working on the project just with three remained with me. I’ve done it inter- was going to simplify the effort they had or four students each year as a senior nally, both with the Orbital Academy, to work on. design project. Even just weeks before and I’ve done it externally with things the launch, the sequester hit and that like TJ3Sat [pronounced TJ Cubesat]. I’m Wild and crazy >> Originally the stu- delayed the launch a couple months. also a mentor and judge for the AIAA dents had all sorts of wild and crazy So they, no matter how you look at it, and AFRL University Nanosat competi- ideas, from the typical camera to having they were getting the whole aerospace tion. a large gravity gradient boom, to a deor- experience. biting mechanism, all sorts of very com- The value of a teacher >> Through ele- plicated payloads. We had mission de- Disappointed, but upbeat too >> It’s mentary school and high school I had sign reviews, much like you would do in unfortunate in the sense that the stu- some teachers who were very inspiring, NASA or industry. The students decided dents were not able to complete the fi- and that just got me interested in wanting they really wanted to focus on outreach. nal accomplishment. But in reality, to share back some of that experience. They wanted to inspire other kids to fol- everyone that went through the project, low in their footsteps. The payload they they feel—and I feel—that it was already TJ3Sat is born >> Back in ’05 we had chose was a voice synthesizer, which fully successful. It inspired a lot of stu- an intern by the name of Jason Ethier. also fit into that outreach concept. The dents to go into the space industry. It He mentioned to a couple people, voice synthesizer basically would allow inspired other schools to follow suit “Hey it would be great if TJ could build them to have anyone in the world type and also try to build cubesats at the pri- a satellite.” The initial reaction was a message into the website. mary or high school education level.

AEROSPACE AMERICA/FEBRUARY 2014 19 Grading “Gravity” Hollywood got a lot right in the blockbuster “Gravity,” which in March will vie for 10 Academy Awards. There are spectacular scenes of Earth, intricate spacesuit details, and lots of can-do attitude. But, alas, it seems as if the ﬁlm’s main character, Dr. Ryan Stone, might have skipped a few classes in astronaut training. Veteran spacewalker Tom Jones explains. “Gravity,” the dazzling space thriller from Golden Globe-winning director Alfonso Cuarón, centers on the fate of a star-crossed astronaut whose mission to repair the Hubble telescope moving plot, the film doesn’t hesitate Although terrifying to watch, the takes what I will call a dramatic turn. to finesse some inconvenient realities film’s anti-satellite-initiated debris Sandra Bullock as Dr. Ryan Stone of spaceflight and physics. We learn shower could never cause the cascad- and co-star George Clooney as veteran early on that Bullock’s Dr. Stone got ing chain of disasters confronting the shuttle commander Matt Kowalski just six months of astronaut training; movie’s astronauts. Space is big—and gamely hang on for a Mach-25 adven- here are some lessons she missed it’s achingly empty. Debris might de- ture whose tensions are made even (Spoiler alert—plot elements are dis- stroy a single spacecraft, but could not more believable by superb technical cussed below.): plausibly take out both low- and geo- execution and eye-popping produc- stationary-Earth-orbit comsats in rapid tion values. Space junk facts succession. The dangers of space junk The film’s photorealistic depiction Kicking off the film’s survival chal- are real, but the film’s setup is over of space—astronauts, spacecraft, Earth, lenges is a shuttle crew’s deadly en- the top. cosmos—was so well done that one counter with space junk. Astronauts can be forgiven for suspecting the certainly worry about this hazard, Formula One maneuvering unit filmmakers shot their story “on loca- which on long missions ranks right up George Clooney’s Matt Kowalski flies tion.” And despite some shocking plot there with launch and landing risks. an Indy 500 version of the 1980s twists, I was eager to have my wife As we operated the space radar lab on Manned Maneuvering Unit, the MMU. watch with me, so she could get a bet- shuttle Endeavour in 1994, we spotted Kowalski is a virtuoso MMU jockey, ter sense of the stunning vistas astro- a BB-sized crater in the outer pane of nonchalantly pirouetting and swoop- nauts experience in orbit. The film the side hatch window, which was not ing within a few feet of his orbiter, its digitally imitates the best views from an uncommon shuttle experience. In robot arm and the Hubble Space Tele- the ISS and shuttle in recreating 2001, the U.S. Destiny Lab that I scope. But he forgot to read the ops achingly beautiful impressions of helped install at the ISS was armored limitations, particularly those describ- Earth from space. with Kevlar and metal shielding to ing the negative effects of thruster ex- Although we can’t see stars above break up and absorb hits from mi- haust on the Hubble’s delicate optical Earth’s daylit hemisphere, and a few crometeoroids and orbital debris. surfaces and sensors. Clooney earns a orbits could never encompass the ar- Space debris doesn’t travel in killer ticket for reckless driving. ray of stunning sights compressed into swarms as it does in the movie, and this film, Clooney’s veteran astronaut when junk does come, it’s closing so strikes the right tone of reverent awe fast—several thousand miles per hour when he tells Bullock, “You should —that the human eye would never see the sunlight on the Ganges.” spot its approach. It would be like try- These views alone will have you slap- ing to catch a glimpse of a rifle bullet ping your money down for a future coming at you—it either hits you or it tourist ticket off the planet. doesn’t. The good news: Softball-sized “Gravity” does deserve to rake in and larger pieces are tracked on a constellation of production, special ground radar, usually giving the ISS effects and sound awards—I went to time to maneuver away from a worri- see it three times. Yet to serve its fast- some “conjunction.” Photo credits: Warner Bros.

20 AEROSPACE AMERICA/FEBRUARY 2014 His MMU also has a nearly inex- Russian spacesuit survives bone-jar- haustible fuel supply. Kowalski uses ring impacts and collisions with pointy the extra juice to capture the tumbling antennas long enough to get her Stone, then chase down the space sta- aboard. Even as aerodynamic forces tion (which the writers have conve- shake and start to shred the reentering niently placed in the same orbit as station, Stone slips off those draggy Hubble). The real MMU’s total delta-V forces and secures one last shot at get- —its ability to change velocity—was just ting home. Bravissima! 80 feet per second, barely enough for sedate fly-arounds of the shuttle. This Major malfunctions MMU version is a complete invention, ceal a spacewalker’s diaper. One de- The film blithely takes another dozen but hey, it’s a movie, not a documen- tail that’s spot on target is Bullock’s or so technical shortcuts, making for a tary on historic space hardware. obvious physical fitness, a generous lively post-screening debrief, best con- recognition of the high athleticism re- ducted over a beer. Yet despite the ex- EVA emergencies quired of EVA crews. aggerations, the core of the story rings To survive, Bullock’s Dr. Stone must true: space is a hostile, unforgiving en- conduct three separate extravehicular Flying your ﬁre extinguisher vironment, and humans must pay ex- activities, or EVAs. The spacewalk visu- The movie’s special effects excel in traordinary attention to detail to work als are truly impressive, even to my ex- depicting the free-fall behavior of and survive there. perienced eye: Tools, tethers and suit shuttle orbiters, EVA tethers and All of our shuttle orbit simulations, exteriors are crisply rendered in nearly equipment, station hardware, and or sims, had us crewmembers thumb- every respect. I found myself leaning even astronauts adrift. I’m told the ing through our yellow emergency forward, staring at the screen, trying to film’s creators built Sir Isaac Newton’s checklists and the well-worn volumes wring every last detail out of the 3D equations of motion right into the of the “Mal” book, the malfunction re- EVA scenes so reminiscent of my own graphics software, predicting the tra- sponse bible for astronauts and Mis- experiences. Director Cuarón’s team jectories of any weightless objects in sion Control. “Gravity” easily qualifies members did their homework well. view. But to heighten tension and as the sim from hell: It assaults its pro- Every astronaut I watched the film hurry the survival story along, the tagonists with every deadly emer- with was amused, though, at some filmmakers toggled a figurative ON- gency a space traveler could conceiv- startling EVA exaggerations. One exu- OFF switch to shunt that nettlesome ably face: collision, decompression, berant spacewalker flings himself, Sir Isaac aside when necessary. hypoxia, fire, toxic gases and broken spread-eagled, out to the end of his Hence we get the Hubble, ISS, and tethers. Not even the most diabolical tether; any real astronaut violating a fictional Chinese space station all of our simulator instructors would put flight rules so blatantly would be en- cruising the same orbit like so many together such a no-win scenario; there joying his last EVA. Bullock and cosmic beads on a string. We watch was little training value in what we Clooney survive some high-impact Clooney’s “Lieutenant Commander” called “practicing dying.” But such an EVA collisions: with each other, with Kowalski (a curiously low pay grade avalanche of disasters makes for a rip- the shuttle, with ISS structure, and for a shuttle commander) hanging pre- ping good survival tale. Bullock hardly with a disintegrating Chinese space cariously at the end of a taut tether gathers her wits from one catastrophe station. Real spacesuits are not nearly when his surroundings are all in free before another rears its head. so bullet proof, and the first of these fall—purely to pump up the drama. Jerked along like a child’s balloon EVA smack-downs would likely have And we watch novice astronaut Bul- behind the unflappable Kowalski, Bul- ruptured both pressure suits. But that lock expertly pilot her Soyuz to a sta- lock’s character justifiably complains, “I would have made for a much shorter tion rendezvous using nothing more hate space.” But she never gives up, movie. than her own eyes and a generous lick never submits to the remorseless Perhaps the most laughable lati- of what sharpshooters like to call Ken- power of a cold, indifferent cosmos. tude taken in the film is the ease with tucky windage. With Sir Isaac’s rules Technically implausible at times, “Grav- which Bullock’s astronaut doffs her operative, she would have blasted ity” is a winning tale, an uplifting les- spacesuit in the ISS airlock. Near suf- herself into a higher, slower orbit, son for astronaut and Earthling alike. focation, she executes a few quick watching helplessly as her Chinese tar- Tom Jones clicks, twists and wriggles, and off get inexorably pulled away. [email protected] come her helmet, gloves, trousers and Bullock’s best MacGyver moment www.AstronautTomJones.com suit upper torso. A butterfly exiting comes when she grips the handle of a her cocoon, Bullock is wearing not salvaged ISS fire extinguisher. Wield- Tom Jones flew on the shuttle four long-johns, wool socks, and a liquid ing it so it always exhausts on a line times, led three spacewalks to help cooling and ventilation garment—her between her center of gravity and the build the International Space Station flattering tank top and skin-tight vol- Chinese station, she manages a brute- and attended most of his astronaut leyball shorts could not possibly con- force rendezvous; her tough-as-nails candidate classes.

AEROSPACE AMERICA/FEBRUARY 2014 21

Fundamentals of Aircraft and Airship Design, Volume 2 – Airship Design and Case Studies

Grant E. Carichner and Leland M. Nicolai April 2013, 984 pages, Hardback ISBN: 978-1-60086-898-6 List Price: $119.95 AIAA Member Price: $89.95

About the Book Fundamentals of Aircraft and Airship Design, Volume 2 —Airship Design and Case Studies examines a modern conceptual design of both airships and hybrids and features nine behind-the-scenes case studies. It will beneﬁt graduate and upper-level undergraduate students as well as practicing engineers.

The authors address the conceptual design phase comprehensively, for both civil and military airships, from initial consideration of user needs, material selection, and structural arrangement to the decision to iterate the design one more time. The book is the only available source of design instruction on single-lobe airships, multiple-lobe hybrid airships, and balloon conﬁgurations; on solar- and gasoline-powered airship systems, human-powered aircraft, and no-power aircraft; and on estimates of airship/ hybrid aerodynamics, performance, propeller selection, S&C, and empty weight.

The book features numerous examples, including designs for airships, hybrid airships, and a high-altitude balloon; nine case studies, including SR-71, X-35B, B-777, HondaJet, Hybrid Airship, Daedalus, Cessna 172, T-46A, and hang gliders; and full- color photographs of many airships and aircraft.

About the Authors GRANT E. CARICHNER’S 48-year career at the Lockheed Martin Skunk Works includes work on SR-71, M-21, L-1011 Transport, Black ASTOVL, JASSM missile, stealth targets, Quiet Supersonic Platform, ISIS high-altitude airship, and hybrid airships. He was named “Inventor of the Year” in 1999 for the JASSM missile vehicle patent. He also holds design patents for hybrid airship conﬁgurations. He is an AIAA Associate Fellow.

LELAND M. NICOLAI received his aerospace engineering degrees from the University of Washington (BS), the University of Oklahoma (MS), and the University of Michigan (PhD). His aircraft design experience includes 23 years in the U.S. Air Force, retiring as a Colonel, and 32 years in industry. He is an AIAA Fellow and recipient of the AIAA Aircraft Design Award and the Lockheed Martin Aero Star President’s Award. He is currently a Lockheed Martin Fellow at the Skunk Works.

“Leland Nicolai and Grant Carichner have succeeded in providing a cutting-edge two-volume aircraft design text and reference addressing probably the most productive modes of air transportation: ﬁxed-wing aircraft and the promising low-speed hybrid cargo airship.” – Dr. Bernd Chudoba, The University of Texas at Arlington

“This volume combines science and engineering covering the steps required to achieve a successful airship design. It represents an excellent effort to consider every aspect of the design process.” – Norman Mayer, LTA Consultant, AIAA Associate Fellow and Lifetime Member

“Carichner and Nicolai have created the deﬁnitive work on modern airship design containing many techniques, ideas, and lessons learned never before published. In addition, they have collected a set of case studies that will enable tomorrow’s designers to learn from the experience of many who have gone before them.” – Dr. Rob McDonald, California Polytechnic State University at San Luis Obispo 13-0204-2 13-0204-2 Order 24 hours a day at arc.aiaa.org Credit: Eric Long “MOONWALKING”

’m sitting on the stage with Buzz has embraced for using the gravity of beautiful; magnificent desolation.” Here Aldrin at the 2,600-seat Robinson Mars and Earth to permanently shuttle is Buzz explaining those words to an Center Music Hall in Little Rock, spacecraft back and forth. The tech- audience at the National Air and Space IArkansas. We’re here to tell the nique is called spaceship cycling, and it Museum in Washington, D.C.: packed house about Buzz’s latest would avoid expending fuel to acceler- “In the back of my mind there were book, “Mission to Mars: My Vision for ate and decelerate large spacecraft. Neil’s words about his putting a step on Space Exploration,” which I helped Buzz likes talking about that fu- the moon, a small but overall big picture him write. ture, but he’s also gracious about dis- step. I felt that one had to acknowledge During the question-and-answer cussing the past. Hearing the story of the great magnificence of humanity get- session, a voice rises from the throng: Apollo 11’s tense touchdown on the ting to the point, from horse and buggy, “What about the guy who said that moon from the man who piloted the railroads, airplanes, rockets…and now Apollo 11 was a hoax?” Eagle lander remains a riveting heart- walking on the moon. That is a testimo- It’s a reference to Buzz’s 2002 en- stopper. nial to the progress of the creatures here counter—captured on video and subse- Each audience must know that Neil on Earth.” quently gone viral on YouTube—with a Armstrong and Buzz do make it onto He describes the lunarscape this man who chased Buzz and challenged the moon on July 20, 1969. Yet the way: him to put his hand on a Bible and crowd seems to be sweating bullets. “In my mind, I knew that it hadn’t swear that he walked on the moon. Will they get down safe and sound? changed in hundreds of thousands of The audience falls quiet as Buzz As Buzz tells it, alarms are going years. It was just the same scenery. You moves forward in his chair. Yup, he off on the control panel. “We could couldn’t find any place like that on says, he punched the man: have looked in a document in the Earth. The airlessness…brilliant sunlight “He called me a liar and a cheat. cabin to tell us what those alarms illuminates the dust, which was every- What do you expect me to do?” meant…but we were a little busy at the where. And the horizon was so clear The crowd bursts into applause. time,” he reminds the audience. because there wasn’t any pollution.” At age 84, Buzz has learned to use With precious fuel nearly gone, the As for ambling on the surface, his Apollo 11 legacy as a springboard Eagle’s shadow stretches out, blanket- Buzz says “it really was much easier to argue for a revitalized American role ing the landscape as lunar dust spews than we had thought it might be.” All in space exploration, this time to send outward. humans to Mars. “I call out ‘contact light’ and ‘en- My job the past year has been to gine stop,’” Buzz says. Buzz and author help Buzz present the book’s salient There is a palpable sigh of relief Leonard David. points in the form of a stage conversa- from the crowd, and an ovation. The Credit: Eric Long. tion between Buzz and me, backed by celebrated landing on the moon has explanatory slides. Keeping our mission been made one more time. on course has not always been easy. The truth is that Buzz winces a bit Sometimes our high-tech slide clicker at the familiar question, “What was it refuses to advance to the next image. like to be on the moon?” Even so, his We try not to get too technical, but answer still enthralls and often touches some “Buzzwords” are inevitable. It’s on the second-most-famous words ut- not easy to boil down the concept Buzz tered from the lunar surface: “beautiful,

24 AEROSPACE AMERICA/FEBRUARY 2014 ©2014 by the American Institute of Aeronautics and Astronautics Buzz Aldrin and the author who helped write the astronaut’s latest volume travel together on a book tour.

WITH BUZZ ALDRIN by Leonard David those moonwalking simulations here musty-smelling encyclopedias and sources, a cup that holds neither na- on Earth, “they were hokey,” he now time-weathered newspapers. tional glory nor a uniquely American admits. Some want to tell Buzz where they payoff,” he says. Let nations such as Harkening back to President John F. were on the planet when he stepped China and India tie into the Interna- Kennedy’s Apollo commitment, Aldrin onto the moon. Others tell him how tional Space Station family of countries. is quick to point out a historical fact. grateful they are for his service to the “The risk is low and the value on the “The President didn’t say anything country, which Buzz always appreci- political and collaborative front is high.” about walking around. He said send a ates. Others tell him a father or other Today, the call should be for a uni- man to the moon…bring him back relative designed a switch Buzz threw fied international effort to explore and safely. We could have landed, looked sometime during the Apollo 11 mis- utilize the moon, a partnership that in- out the window, taken a few pictures sion, or tucked in the parachutes that volves commercial enterprise and other and come back home.” brought him safely back to Earth. nations building on Apollo. “For the It’s the children who tug the heart- United States, other finish lines await,” Two-planet species strings, often lining up in astronaut ap- he says. So what next? By the book’s title, you’d parel with books for Buzz to sign. They At Mars, humankind has been think the volume is all Red Planet pros- are eager to be Mars-bound. given a set of moons—two different elytizing. That is not the case. The choices, Phobos and Deimos—from tome spells out Aldrin’s stepping-stone Coast to coast which hardware and personnel can be vision from Earth, into low Earth orbit Buzz signs the autographs, but the big pre-positioned prior to occupying Mars and then on to deep space. His “mis- reason he is on tour is to pose a ques- with increasing numbers of people… sion” is to eventually plant humans on tion to audiences around the country: not just one select group of individuals. Mars, and on an everlasting basis. But What should America’s space program “To succeed at Mars, you cannot stop those critical stepping stones are neces- be reaching for now…and why? with a one-shot foray to the surface,” sary to help build up the confidence Buzz wants what he calls a Unified he tells audiences. level needed for becoming a two- Space Vision, meaning one in which Buzz knows he needs to reach planet species. the U.S. and like-minded nations partner young people to do all this. We have Watching Buzz autograph books to explore space. To reach beyond low added a surprise video prior to ques- has shown me the great public admira- Earth orbit, he sees a progressive suite tions and answers: “The making of tion that endures for the risk takers of missions that are the vital underpin- Buzz Aldrin’s ‘Rocket Experience,’” who shot for the moon. People are ex- nings—a foundation—for the vision. Buzz’s pro-space rap. cited to shake the hand of someone Buzz’s case to the American public This video shows rapper Snoop who has been so far away. is that Apollo was a “get-there-in-a- Dogg (now Snoop Lion), lauding Buzz, Nevertheless, there can be trouble hurry, straightforward space race strat- with Talib Kweli, Soulja Boy and mas- in the book lines. egy.” The thinking was, don’t waste ter music-maker Quincy Jones. Given all the eBay fanaticism out time developing re-usability. “That As Buzz explains in the video: “I there, the desire to have memorabilia chapter in the space exploration history have only two passions: space explo- signed by notable individuals can look books is closed,” Buzz says. ration and hip hop.” a lot like a gold rush. People have A second race to the moon is a Who would have thought? wanted Buzz to sign everything from dead end, Buzz tells audiences. The ef- But then again, he did hop across posters and small lunar replicas to fort “would be a waste of precious re- the moon.

AEROSPACE AMERICA/FEBRUARY 2014 25 TARGET:

In the next two years, NASA, in collaboration with other agencies, will launch satellites to study the concentration of carbon dioxide in the atmosphere with unprecedented detail and ensure there is no break in two decades of precise ocean level measurements from space. The question is whether these satellites can cool the political debate and set the stage for a verifiable carbon treaty.

The ﬁrst Orbiting Carbon Observatory, shown on the launch pad, crashed into the Paciﬁc Ocean after launch. Credit: NASA

ebruary 24, 2009, was a big day for But even before the sun rose, Crisp’s David Crisp, the principal investigator boss at the time, Earth Science Division Di- Ffor the Orbiting Carbon Observatory rector Michael Freilich, told him that the mission at NASA’s Jet Propulsion Labora- mission was so important it should be repli- tory in Pasadena, California. Nine years of cated. The challenge would be convincing hard work and millions of dollars spent on the powers that be to fund it. Crisp imag- research and top-notch engineering were about to pay off with the launch of a satel- …OCO-2 will shed light on the mystery of why and how lite that was meant to revolutionize the the Earth’s ecosystem and oceans have been consistently able way climate scientists measure the concentration of carbon dioxide in the atmos- to absorb half of the steadily increasing amount of carbon phere and calculate its effects on the emitted by human activities. Earth’s climate. At 4:55 a.m. Eastern Stan- dard Time, the Taurus XL rocket carrying ined the scenario through the eyes of those the satellite blasted off at Vandenberg Air holding the purse strings: “This kid, who Force Base in California; about 3 minutes you knew just dropped a quarter of a bil- 40 seconds into the flight, Crisp and others lion dollars into the Pacific Ocean, walks in the control room realized there was up to you, a policy maker, and says ‘Sir can something seriously wrong: the launch ve- I have some more?” hicle’s ascent was 1 kilometer per second After nine months of frustration and too slow. Crisp remembers putting his nearly giving up, in December of 2009 hands over his head in frustration and turn- Crisp got an excited 2 a.m. phone call from ing to the launch director who said simply, a White House official at the Copenhagen “I’m sorry, we failed.” climate summit informing him that the mis- “It took me a while to fully understand sion was back on. This time his team had what it meant,” says Crisp. only three years to build the satellite. In Seven minutes later the $273-million July 2014, just four years after the fiery piece of NASA equipment re-entered and crash at the OCO launch, NASA is poised to OCO-2's predecessor, OCO, burned up in the Earth’s atmosphere. “A launch OCO-2, the original’s exact replica. lifted off on a Taurus booster handful of titanium parts may have made it in February 2009. to the surface, but that’s now in the Indian Illusion vs. facts Credit: Orbital Sciences Ocean or the South Pacific,” Crisp says. The Crisp is under no illusions that a success satellite’s protective shell—the fairing—failed this time would usher in an era of vast, new to separate as planned, weighing down the climate-focused space investments. “We un- rocket and slowing the acceleration. “That derstand that we live in a finite world and was not my best day, to put it very mildly,” there are always resource limitations. This says Crisp. is not the Apollo days,” he says. “We need by Natalia Mironova

AEROSPACE AMERICA/FEBRUARY 2014 27 The two large segments of There’s a chance the missions could OCO-2’s fairing, or outer shell. help cool the political debate that has frus- Credit: NASA trated those scientists who argue that the scientific debate is largely over. “Global warming is real, it’s caused by people, and you have to be pretty wacky to think otherwise,” says Josh Willis, a climate scientist at NASA’s Jet Propulsion Laboratory and project scientist on the Jason-3 project, an international effort to monitor ocean levels. Crisp says people who aren’t scientists have the luxury of believing in “Santa Claus” if they want to, but that scientists must reach to move forward on this, just to keep up conclusions based on data. “From our with the changes that we’re seeing in our measurements and our models and every- climate system.” thing that we’ve been able to derive from So, in the next two years, NASA plans our planet, [scientists are convinced] that to target two key factors that will figure CO2 traps heat from the sun and causes the prominently in the political debate over Earth to warm up a little bit.” whether and how to combat climate change. Assuming all goes well this time, Mysterious processes OCO-2 will map the distribution of carbon Mostly, scientists see the role of OCO-2, in dioxide more completely than today’s particular, as one of untangling the mystery ground sensors can. That ability could help of why Earth isn’t warming even faster, the U.S. verify a future carbon emissions given the explosion of carbon emissions in treaty. Another satellite, called Jason-3, will the industrial era. From an array of 150 bounce radar signals off the ocean to en- ground sensors, scientists have a good idea sure scientists can measure sea surface of how much CO2 is in the atmosphere. height accurately for years to come. It’s What the scientists don’t know is where it scheduled for launch in March 2015. all comes from, where it goes, and what

OCO-2 is designed to make global CO2 measurements of atmospheric carbon dioxide. Credit: Orbital Sciences

28 AEROSPACE AMERICA/FEBRUARY 2014 processes control it. They hope the precise, “…OCO and OCO-2 and maybe its follow-on may global measurements from OCO-2 will be critical for verifying any future carbon dioxide treaty shed light on the mystery of why and how that our country signs.” the Earth’s ecosystem and oceans have been consistently able to absorb half of the steadily increasing amount of carbon emitted by human activities. “Wouldn’t it be nice to know what out satellite technology would be like rely- processes are kicking into gear to do this, ing exclusively on the ground stations of and maybe ask a question: Can we exploit the 19th century to forecast the weather. some of those processes to pull some of the “We need space-based measurements of carbon dioxide out of the system? That carbon dioxide that are accurate enough would solve some of our problems,” says that we can understand what processes on Crisp. the surface of the Earth are emitting carbon There are some scientists who question dioxide. That includes human processes the causes of climate change, but even they and natural processes, and what natural agree that the climate is changing, and that processes on the surface of the Earth are the efforts to study climate are valid and absorbing carbon dioxide. We need to valuable. Roy Spencer, a vocal skeptic on know what, where, how, why and for how the issue of man-made causes of global much longer these processes will operate,” warming, serves as science team leader for says Crisp. one of the instruments flying on NASA’s That’s the reason to go to space; and Aqua satellite, the mission dedicated to when you look at the Earth from space, studying the Earth’s water cycle. “I think you see mostly water. The ocean covers 71 our Earth observational satellites are indis- percent of the Earth’s surface, and it’s the pensable for understanding the climate sys- “best yardstick” for measuring the planet’s tem, partly because only satellites can pro- health, according to NASA’s Willis. Ninety vide truly global coverage. The data percent of carbon released into the atmos- collected in the last 10 to 30 years will be phere gets absorbed into the ocean, warm- providing new research insights for ing it up and increasing its acidity, threaten- decades to come,” says Spencer. ing some sea life. The predicted 3-foot to According to the 2013 report by the In- 5-foot level rise over the next 100 years tergovernmental Panel on Climate Change, would have huge economic impacts on “Warming of the climate system is unequiv- communities within close proximity to the ocal, and since the 1950s, many of the ob- shoreline. It would be “way cheaper” to ad- served changes are unprecedented over decades to millennia. The atmosphere and ocean have warmed, the amounts of snow and ice have diminished, sea level has SOUNDING THE ALARM risen, and the concentrations of greenhouse gases have increased.” 440 42020 40000 * 2013 level Advantage of satellites 38080 *NASA and NOAA say Satellite remote sensing technology is be- 36060 atmospheric CO2 levels coming the go-to tool for scientists in track- 34040 32020 for thousands of years. *1950 level ing climate change indicators such as 30000 greenhouse gases, ocean levels, ice and 28080 – parts per million aerosols, by allowing the scientists not only 2 260 CO to look at the Earth as a whole, but also to 240 220 take extremely accurate readings from parts 200 of the globe previously too inaccessible to 180 160 measure. As a recent paper in the scientific 400,000 300,000 200,000 100,000 0 journal Nature concludes, satellite remote YEARS AGO sensing “has provided major advances in understanding the climate system and its Source: NASA/NOAA changes” by enabling more accurate read- Scientists use ice core samples to estimate C02 content in the ancient atmosphere, and 150 ground-based atmospheric stations to chronicle modern C0 levels. The Orbiting Climate ings and better coverage than conventional 2 Observatory satellite will ﬁll gaps in this ground-based data by collecting C02 measurements observation and computer models. at ﬁne spatial resolutions over the globe. Crisp says trying to measure CO2 with-

AEROSPACE AMERICA/FEBRUARY 2014 29 Technicians prep the OCO-2 “And the difference is how tall the ocean is. instrument for shipping. It’s pretty simple, really,” says Willis. Credit: NASA/JPL-Caltech The three NASA-built instruments—the microwave radiometer and two location- finding instruments—the GPS and the laser- reflector, along with associated ground support equipment, were shipped to France in May. They will be installed on the Jason-3 satellite along with the altimeter and the “reverse GPS”—another posi- tioning sensor. They’ll be tested before being dispatched back to Vandenberg Air Force Base in California for the 2015 launch on a SpaceX Falcon 9. Close international collaboration is required for space-based climate monitoring. According to John Bates, chief of the remote sensing division at NOAA’s National Climatic Data Center, countries have been dress climate change now than “to rebuild working together and sharing resources all our infrastructure and pull back from the since the early days of weather satellites. “If sea as it advances,” says Willis. all our assets are down, we can count on our international satellites. There is great in- Jason and GOSAT ternational collaboration in Earth conserva- NASA has been using remote satellite sen- tion right now,” says Bates. sors to observe the oceans since 1992. The In fact, when the OCO mission original purpose of the mission called crashed during launch in 2009, the Japan- Topex Poseidon was ocean topography—to ese scientists who just a month earlier map the surface of the ocean and to study launched GOSAT—their version of a CO2 its currents. Two satellites followed the monitoring satellite—reached out to NASA’s Topex Poseidon mission—Jason-1 and Ja- Crisp and his team and suggested they son-2. As scientists began to look at sea work together. “We didn’t want to be the level rise as an indicator of climate change, man with two watches who didn’t know the Jason team began to shift focus to mon- what time it was, so we started working to- itoring sea level and temperature. gether in 2004,” says Crisp. “My Japanese Jason-3 is the newest incarnation of colleagues said, don’t waste all this effort this mission. It’s an international mission you put into this as a science experiment, led by NOAA and EUMETSAT (the Euro- your science team is some of the best peo- pean Union’s equivalent of NOAA’s satellite ple in the world, come work with us, and program) in collaboration with NASA and we’ll make use of this great progress we the French Space Agency CNES. The agen- made together.” The GOSAT team pro- cies are working closely together: NASA’s vided the NASA scientists on the OCO Jet Propulsion Laboratory is providing some team with measurements they could use to of the sensors that will be placed on the continue their research as they worked to satellite frame or bus being built by the put their own satellite into orbit. Crisp is French; the French are also building the grateful for GOSAT’s contribution. Still, he primary instrument, the altimeter. The tech- is excited to improve on its technology— Jason-3 measures the height of the ocean surface. nology behind the mission is surprisingly the OCO-2 will take 100 times as many us- Credit: NASA/JPL-Caltech simple, according to Willis. To measure the able measurements daily as GOSAT. distance between the satellite and the ocean’s surface, Jason-3 and its predeces- Treaty monitoring sors carry altimeters that bounce radar Crisp is convinced that President Obama’s waves off the surface and measure how trip to the Climate Summit in Copenhagen long it takes the reflected signals to come in December of 2009 was the catalyst to re- back. Another instrument on board, called viving the OCO mission. Having an accu- a radiometer, measures the concentration of rate CO2 monitoring satellite in space water vapor to correct the measurement. A would potentially give the United States the three-part location-finding system pinpoints data it needs to work with other countries the satellite’s position at any given time. on reducing carbon emissions and to have

30 AEROSPACE AMERICA/FEBRUARY 2014 the background for a carbon treaty it will OCO-2 is scheduled for launch sign in the future. Crisp points out that the in July. Credit: NASA/JPL OCO-2 was not designed for carbon treaty monitoring, but its innovative approach has the potential to measure CO2 emissions in the now poorly measured developing world, expanding the treaty to include more nations. “It gave us the opportunity to monitor a possible CO2 treaty from space and to verify the results of ground-based work that otherwise could not be verified. And that’s one of the sticking points that came out of Copenhagen: Nobody wanted on-site in- spections. And so things like OCO and OCO-2 and maybe its follow-on may be critical for verifying any future carbon dioxide treaty that our country signs. In fact, having those measurements in place and understanding what we can learn from them may be a precursor to any greenhouse gas treaty the U.S. wants to sign. Be- cause why sign a treaty if you can’t verify world, including China, Japan and the Eu- it?” says Crisp. ropean Union, are investing resources into When OCO-2 is launched this year, it research and continuing monitoring from will carry aboard the technologies that were space? Carbon dioxide is not the only heat- originally developed for ground-based as- trapping greenhouse gas, but it’s notable “…Earth observational tronomy and studying other planets. JPL because its concentration has increased satellites are scientists then modified these components dramatically since the dawn of the indus- to measure clouds in Earth’s atmosphere trial age – from an average of 270 parts per indispensable and the concentration of carbon dioxide. million to nearly 400 parts per for understanding The OCO-2 instrument is a three-chan- million. According to NASA’s Crisp, it’s a the climate system, nel spectrometer that divides the sunlight “big change.” Climate scientists zero in on partly because into a rainbow of colors and isolates three carbon dioxide because they believe it’s the only satellites “absorption bands” in the near infrared, just main culprit responsible for global warm- can provide truly beyond what the eye can see, where CO2 ing, but also because there is still so much molecules and oxygen molecules are most to learn about the natural processes on global coverage.” visible and the scientists are able to count Earth that control the balance of CO2 pro- Roy Spencer, climatologist them. “We make that measurement very duction and emission. The oceans and the precisely, to three-tenths of 1 percent. This land’s biosphere naturally “breathe out” is an incredibly difficult measurement to CO2, but they are actually absorbing more make using remote sensing,” says Crisp. He than they are emitting each year. “We now explains that the same basic technology is know that the natural processes are absorb- used by other agencies around the world ing half of all the carbon dioxide that’s be- that are employing or planning to launch ing emitted by human processes, such as their own CO2 monitoring satellites. “All burning fossil fuels and land use practices. will launch the same basic technique that What processes are responsible for absorb- we pioneered in 2000. Different instru- ing half of our carbon dioxide emissions? ments, but we pioneered that track, we told We don’t know,” Crisp says. them how to do it,” Crisp says. Crisp and his OCO-2 team hope to All these satellites will eventually work shed light on some of these mysteries once together to provide the most accurate they begin delivering data to the scientific global picture of CO2 distribution, its community at the end of 2014, and he sources and sinks. views his mission as critical to the planet’s well-being: “Earth scientists, whether we’re The main culprit working on the ground, in aircraft or on So what makes CO2 monitoring so critical satellites, are diagnostic physicians trying to that the U.S. Congress, the current adminis- understand the health of the system we live tration and many governments around the in. It’s crucially important.”

AEROSPACE AMERICA/JANUARY 2014 31 AIR TRAFFIC CONTROLLERS

Air trafﬁc control suite. Credit: FAA FACE AUTOMATION

by Philip Butterworth-Hayes

32 AEROSPACE AMERICA/FEBRUARY 2014 ©2014 BY THE AMERICAN INSTITUTE OF AERONAUTICS AND ASTRONAUTICS odernization of air traffic manage- the Single European Sky Air Traffic Man- ment is already under way. The agement Research system. Under way in new systems envisioned in Eu- parallel is the FANS—future air navigation Mrope and the U.S. would begin system—communications, navigation, and automating a pilot’s tasks even before sub- surveillance management system being pi- mission of a flight plan. From a hotel room, oneered globally by ICAO, the International hours before a flight, the pilot could plug Civil Aviation Organization. an electronic flight planner into a tablet At the heart of all these is an evolution computer, automatically linking to the from today’s tactical, manually based air traf- plane’s flight management system and the fic control system to one in which tactical

The promised revolution in air traﬃc management will bring automation on a grand scale. Introducing the changes is posing challenges that go beyond technology, especially for those who see their roles diminishing.

FAA air traffic network center. He could control of aircraft will be managed automati- choose one of several routes, from the cally by the planes’ own computers, con- fastest to the least expensive. He would re- nected by data-link to the network manage- ceive weather information, including the ment system. In this new scenario, known as wind’s speed and direction. Within sec- trajectory-based operations, the controller’s onds, an optimal route would be calculated job will be to manage a defined sector of air- and a touchdown time determined, accu- space, rather than to control every flight. rate to within two seconds. While the required technologies and the Two out of three flights would be flown concepts of operation have been researched automatically: A plane’s own systems, linked to the finest detail, it is only now, with the to the airline’s operations and FAA comput- implementation phase of NextGen and ers, would operate the aircraft, from the clos- SESAR, that the true scale of the challenges ing to the opening of the passenger cabin is becoming evident. These fall into two doors. Schedule disruptions caused by late broad categories: those where there are clear passengers or sudden changes in weather solutions and those where there are not. would be managed by the networked com- It is more or less clear what the key en- puter systems, with the pilot alerted to the abling technologies and procedures will be, changes. Very rarely would a pilot have to how much they will cost to introduce and intervene during an automatic flight, and what benefits they will bring. What is less usually only because the network offers clear is how the global network will be able faster or more fuel-efficient routing. to operate when parts of it are degraded, That, broadly, is the end-state planned how soon all aircraft operators will adopt in the two current multi-billion-dollar pro- compliant technologies, how controllers grams for modernizing air traffic manage- will accept their changing roles, and how a ment: the U.S. Next-Generation Air Trans- global net-centric traffic management sys- portation System—NextGen—and SESAR, tem will be regulated and certified.

AEROSPACE AMERICA/FEBRUARY 2014 33 NextGen is transforming the national airspace system to meet future demand. Credit: MITRE

Resistance to change when the FAA and the SESAR Joint Under- According to ATC consultant Ann Heinke of taking agreed on the broad outline for a Overlook Consulting in Loveland, Colo., single standard for data-link to transfer data ”Avionics equipment is so sophisticated and automatically between the air and the capable that not even half of the capability ground. This will allow the ATC computer is being used on today’s aircraft. But there and the aircraft’s flight management system is a huge cultural resistance to change of to exchange data directly and automati- any kind.” cally, without the need for pilots and con- For controllers, the main sticking point trollers to talk to each other. is the degree to which their jobs will be au- That key development followed others tomated. Until now, ATC automation tools that occurred over the past two years: Feb- —such as software to predict potential con- ruary 2012 had brought the first I-4D—initial flicts—have been based on enhancing the four-dimensional—trajectory management controller’s capability to handle an increas- flight trial, where an aircraft’s management ing number of flights within the current system was data-linked into the ATC management architecture, where the con- ground computer to automatically fly a pre- troller remains at the heart of the system. cise trajectory that guaranteed the plane Now, however, the technologies being would reach specific waypoints within 10 tested will instead put the aircraft operators’ seconds of its flight plan. Then, in January requirements at the heart of the network, 2013, another milestone was reached with while the traffic management system con- the first operational revenue flight sup- figures itself around their needs. ported by the FAA’s FANS Departure Clear- A milestone in implementing this major ance trials: Pre-departure clearance of the ATC change was reached in September, flight plan negotiated by the pilot, the aircraft operator and the FAA was automatically loaded into the aircraft’s management Roadmap for landings Boeing aircraft use ground-gased augmentation system. system data. Trials have started on GBAS, ground- based augmentation systems, which would provide automatic precision Eﬀects on controllers approaches and landings using GPS It is still early, and the new systems will signals. GBAS augments the signals probably not be complete for another 10 by performing local area corrections years, according to technology and air nav- for all satellites in view, broadcasting igation service provider experts. But initial corrections and approach path infor- indications are that increasing automation mation via VHF data link. will change the skills required of controllers Credit: George Bush Intercontinental Airport The FAA has agreements with United Airlines, the Port Authority rather than reducing their numbers. Ensur- of New York and New Jersey, the ing that an automated network can still Houston Airport System and Boeing to gain operational experience with the existing GBAS. function when parts of the system are de- Currently, 2016 is the target date set by the FAA for being able conduct landings when graded will inevitably require skilled per- there is virtually zero visibility. These landings, known as Category 3, consist of three sub- sonnel to fill the gaps. categories, a, b and c. In a Category 3a approach, the plane’s autopilot receives lateral and “We’ve already seen how this might vertical signals from a ground station and flies the plane to a decision height lower than work in oceanic areas with FANS data com- 100 feet (30 meters) above the runway touchdown zone. In a Category 3b approach and landing, the autopilot lands the aircraft on the runway; the FAA says there are 85 runways munications [conveying] ATC messages around the world with instrument landing systems to enable this. A Category 3c approach, with aircraft beyond line of sight,” says which would allow automatic taxiing, is not yet implemented anywhere in the world. Heinke. “It works great until it stops working. The system should then revert to voice

34 AEROSPACE AMERICA/FEBRUARY 2014 messages; but when you are be- understand what the automation is yond line of sight, you can’t use doing, and can they step in VHF [very high frequency] when necessary to take over communications. You have the automated functions? to use HF, which is What happens when the au- scratchy, hard to under- tomation fails or is no stand, but managed by a longer available? Above all, ADS-B air trafﬁc network. Credit: Excelis third-party operator, so the how do we gain assurance waves are incredibly long. that the air traffic manage- As you’ve reduced separa- ment system continues to be tions and have aircraft tightly safe in this future world of in- spaced, when you suddenly lose creased automation?” data-com it’s a big deal. One clear message from the “The airspace planners in the North At- work so far is that introducing automation lantic have been doing an outstanding job will require great emphasis on training. At in contingency planning,” says Heinke, “so the end of 2011, NATS introduced an auto- that even if you lose data-com because your mated predictive tool called iFACTS, based satcom links have failed, these aircraft can on trajectory prediction and medium-term still talk VHF to each other. We’re also put- conflict detection. The tool highlights po- ting in place ADS-B [automatic dependence tential aircraft conflicts and enables con- surveillance-broadcast] so they can see each trollers to look at the airspace traffic picture other. The backup planning is becoming a up to 18 minutes into the future. According self-managed operation, and that’s where to NATS it has delivered, on average, a 15 the aircraft operators want to go.” percent increase in airspace capacity in the It may be where the aircraft operators U.K. Some airspace sectors have grown as want to go, but controllers sound skeptical. much as 40 percent without any increase in The IFATCA—International Federation of Air the number of operational staff or redesign Traffic Controllers’ Associations—acknowl- of the air routes, says NATS. edges the benefits of improved communi- “We’re not getting so many potential Single European Sky ATM cations on oceanic routes but is concerned conflicts now we have introduced iFACTS— Research will drive modernization about some aspects of the plan to remove they are being planned out in advance.” of air trafﬁc management. humans from the key role of managing tac- Credit: Honeywell tical ATC operations. “The rapid developments in technology have heightened IFATCA’s concern that the influence of the systems’ designers and engineers is overshadowing the requirements and demands of the front-end users such as controllers and pilots for the…future systems,” says a recent IFATCA policy paper on automation. “The transition from the current ATC system is universally recognized as an evolutionary process. However, the emphasis on the use of technology is nothing short of revolutionary.”

Ensuring a safe revolution The need to introduce this automation revolution safely is a growing concern worldwide. “At what point does the controller stop using the automation to provide information [and] advice and become reliant on the automation to make decisions?” asks Neil May, head of human factors at the U.K.’s air navigation service provider, NATS, which is undertaking a major study of the issue. “When this happens, who is then really in control, is it the controller or is it the automation?” Do controllers “really

AEROSPACE AMERICA/FEBRUARY 2014 35 But in cases where controllers must be asked to step in to take avoiding action, “they haven’t practiced as much as before,” says May. So we’re providing a lot more training now,” especially for unusual circum- stances,” he says, adding, Gulfstream planes offer Future Air Navigation System equipment. “There’s a belief that if you in- Credit: NOAA troduce more automation you can reduce training. That’s definitely not true.” our way,” May says. “The bigger issues are about the political need, and the people is- Time line sues. The controllers of the future will need According to the SESAR and NextGen very different skills from the controllers we roadmaps, by 2020 the building blocks will have today. What skills will they need…? be in place for automation not just to en- And can we make sure the controllers [we hance controller tactical control, but to re- have] today can transition to the new place it. Most aircraft will have data-link arrangements? systems, and there will be a global system- “We have a roadmap for the automa- wide information management network. Air tion, and we’re now putting together a navigation service providers hope that by roadmap for the people—looking at various then new controllers will have been re- tasks and deciding whether people or au- cruited and the current generation retrained tomation are best placed to do them and to deal with their new roles. how they should work together,” according “In terms of technology, we’re well on to May.

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36 AEROSPACE AMERICA/FEBRUARY 2014 14-140 2014 For eserv please visit:www.womeninaerospace.o rg. worldwide.Formoreinformation, women andmenintheaerospaceindustry to host Aerospace2014,aday-longconferenceonissues ofimportance Also, wearepleasedtocoordinatewithWomen inAerospace(WIA)asthey careers. encouraging andfacilitatingyoungprofessionalstopursueaerospace-related College Scientists(ARCS®)Foundation,asweallshareacommoninterestin (SSPI)andtheAchievementRewardsfor Satellite ProfessionalsInternational withtheFutureSpaceLeadersFoundation(FSLF)Societyof partnership Host ayoungpr t t t t Join usaswehonrthecipintfllwingards: living. everyday national usesofairandspace,totheinventivenewapplicationsthatenhance more connected,prosperous—fromthemajormissionsthatreinventour professionals arerecognizedfortheircontributionstomakingtheworldsafer, AIAA ignitesandcelebratesingenuitycollaborationensuresaerospace Merrie [email protected] r and seating will be administered solely by AIAA in and seatingwillbeadministeredsolely byAIAAin directives. Government guest selection, invitation, guestselection,invitation, directives. Government for Excellence AIAA FoundationAward Reed AeronauticsAward Goddard AstronauticsAward Fellows Honorary Newly ElectedFellowsand This event is organized according to government This eventisorganizedaccordingto government RonaldReagaBuildingndInterntiolT Aerospace Spotlight Aerospace ations, pleasevisitwww 1300 PennsylvaniAv accordance with government policy.accordance withgovernment Dinner andAwards beginat1930hrsintheAtrium Awards Reception beginsat1830hrsintheOculus ofessinal tyurble. Attire is Black Tie or Military Equivalent Attire isBlackTie orMilitary W ednesday, .aiaa.or 30April2014 e NW, t t t t g/gala2014 orcontact W

Daniel GuggeheimMedal AwardDistinguished Service Award Public Service CooperationAwardInternational Gala ashington, DC AIAA has formed a AIAA hasformed g rade Cent Four contractor teams are vying to convince the U.S. Army that their approach to a new multi-role helicopter is best. Only two competitors will survive to address the Pentagon’s long -term goal of advancing rotorcraft technology beyond the V-22 tilt-rotor, whose technological roots can be traced to the Vietnam era.

The U.S. military has been pushing craft, all of the rotorcraft the envelope of vertical lift since rotor wing technologies now in service aviation began at the start of the 20th cen- or being considered for the tury. The past four decades have brought Defense Department’s “next- three new forms of VTOL—vertical takeoff generation” development efforts and landing—and vertical short takeoff and date back to the 1960s. landing: the AV-8B Harrier jump-jet, the “We need technological advance- MV-22 Osprey tilt-rotor and the F-35B fifth- ment. We’ve been living with those Viet- generation Joint Strike Fighter. nam-era capabilities and performance in Of those, only the Osprey is a replace- vertical lift for a long time—and those no ment for traditional helicopters. And ac- longer meet our requirements,” says Hayes. cording to Jim Hayes, director of military “The Army and others decided the helicop- programs and requirements at Piasecki Air- ter was a mature technology, so the 1960s

A Marine Corps MV-22 Osprey lifts off from Naval Air Station Patuxent River. Credit: U.S. Navy

ments made since then. It was a compound design, with a four-blade rigid-rotor system for vertical lift and a tail-mounted propeller was considered the end of and low-mounted wings for forward flight. the great era of pursuing new The dollars invested since then in R&D capabilities in vertical lift.” In for fixed-wing aircraft are funds that vertical their view, helicopters “only lift did not get, says Hayes. “The world today needed to go short distances and is a smaller place, but those Vietnam plat- carry heavy loads,” he says. forms can’t deliver today’s required response The Lockheed AH-56 was the time, speed and troop support over a lot last significant advance in vertical lift, greater distances. So range is important, but is Hayes claims, and its cancellation in 1972 only practical if you have speed…and [are] ended all but the incremental improve- able to sustain that force.” off AEROSPACE AMERICA/FEBRUARY 2014 39 Contract awards The Pentagon’s current plan to develop a The AV-8B Harrier II. Credit: U.S. Marines. more capable vertical-lift, fast-flight aircraft moved forward in October with the award of four seven-month technology investment agreements of $6.5 million each to AVX Air- craft, Bell Helicopter Textron, Karem Air- craft and Sikorsky Air- craft. Leading this Joint Multi-Role Technology Demonstration effort is the Army Aviation and Missile Research, De- 10,000 pounds and six to 24 warfighters, velopment and Engi- the helicopter would have a mission radius neering Center. The of at least 424 kilometers. organization will down- Achieving this will require several key select two proposed technologies. These include multi-engine designs in the second and multi-speed transmission designs to Cancelled in 1972, the Lockheed half of this year for three-year technology drive the rotors over a wide range of speeds AH-56 Cheyenne was a major advance in vertical lift. development contracts, concluding with a and to optimize hover and cruise efficiency, Credit: U.S. Army prototype fly-off. increase range and improve maintainability. The two selected will be part of the Also needed will be lightweight rotorcraft demonstration’s first phase. The Army plans structures with durability and damage toler- to invest $217 million ance. Creating these will require an inte- in Phase 1 to investi- grated design, development and test gate the technical risks methodology; more accurate load determi- associated with devel- nation; a more mature stress-life methodol- oping a next-genera- ogy; refined damage tolerance analysis; and tion medium-class Fu- integrated elements with testing. ture Vertical Lift aircraft The development process and timeline to replace most of the will require “virtual, linked design, analysis military’s current heli- and qualification of materials, structures copter fleet in the and subsystems—Boeing calls it ‘atoms to An F-35B test aircraft takes 2030s. Phase 1 is to airplanes,’” said Lewis in a November 14 off from the USS Wasp. run through fiscal year 2019 and will in- presentation to the Georgia Tech Vertical Credit: Lockheed Martin. clude all prototype flight tests and data col- Lift Research Center of Excellence. All this lection. Phase 2 will follow up with an as- will demand “an unprecedented degree of sessment of mission systems, leading to human/system integration,” he added. competitive bids for research, develop- “The Army, as the lead service for rotary- ment, test and evaluation on the aircraft. wing vehicle technology, must maintain “We must continue to push implemen- core competence across all focus areas,” tation of the FVL [Future Vertical Lift] strate- said Lewis. gic plan, which will positively impact verti- Achieving the desired range, speed and cal lift aviation operations for the next payloads will require configurations other 50-plus years,” William Lewis, director of than edge-wise rotors, said Lewis. This will the center’s Aviation Development Direc- necessitate research on variable-speed ro- torate, said when the contracts were tors, drives, and engines, and on low-drag awarded. fuselage design. Increased digitization also The target for a production Future Ver- will require integration of complex cyber- tical Lift aircraft is 2030. Goals include ma- physical systems, he said. jor increases over the current fleet—in speed, range, payload, endurance, surviv- Candidate designs ability, reliability, situational awareness and The Sikorsky-Boeing team describes its sustainability. Joint Multi-Role demonstrator, the SB-1 De- Designs would be based on an open fiant, as a significantly up-sized version of architecture enabling common systems Sikorsky’s 8,000-pound X2, a coaxial rigid- across a family of light, medium and heavy rotor technology demonstrator. In 2010 the aircraft able to operate on ships. With inter- X2 exceeded 250 knots—nearly 10 percent nal payloads ranging from 1,850 pounds to faster than required. The Defiant, with its

40 AEROSPACE AMERICA/FEBRUARY 2014 AgustaWestland continues to tweak its AW609. Credit: AgustaWestland

stacked counter-rotating blades for vertical it has what Bell calls “enhanced situational flight, would transition in forward flight to awareness and sensing technologies.” The two small tail wings and a pusher pro- design’s three variants are for attack, utility peller. Sikorsky already plans to fly an and medevac operations. 11,400-pound version, the S-97 Raider light California-based Karem was a late- tactical helicopter prototype, this year. comer to the Phase 1 competition and a sur- Their challenge is to prove the X2 technol- prise final four selection from the nine pro- ogy can handle a much larger aircraft— posals the Army received. Former Israeli Air 30,000 pounds, according to preliminary Force aviation designer Abraham Karem, specifications. who was involved in developing the Gnat AVX also is pursuing a coaxial com- 750 (which evolved into the MQ-1 Predator) pound design. It has two counter-rotating and A180 Hummingbird unmanned aircraft, rotors mounted one above the other on founded the company in 2000 to advance concentric shafts for vertical takeoff and tilt-rotor technology development. landing. It also has a combination of two Karem’s multi-role demonstrator pro- stubby wings mounted above the cockpit posal is based on the company’s TR36TD and two side-mounted ducted propellers design, including its optimum speed tilt-ro- near the tail for forward flight. The AVX pro- posal is based on a design the company developed under an earlier Joint Multi-Role-related contract on “configuration trades and analysis.” For the Phase 1 prototype, which is one-third larger than the earlier design, AVX has teamed with AdamWorks, a company that manufactures lightweight, high- strength composite structures. The V-280 Valor, says Bell, is a tilt-rotor, with large three-blade rotors on the ends of extended wings attached to the center top of the fuselage. Because of early problems experienced by the Bell-Boeing V-22, whose engines and rotors both rotate, the Valor’s GE engines are fixed, with only the rotors rotating. According to Bell, the Valor has a predicted combat range of up to 800 nautical miles, 280-knot cruise speed and a useful payload of more than 6 tons (including a crew of four and 11 troops). The aircraft also has a triple redundant fly-by-wire The X-49A SpeedHawk undergoing ﬂight test. flight control system and two 6-foot-wide Credit: Piasecki Aircraft side doors, says the company. In addition,

AEROSPACE AMERICA/FEBRUARY 2014 41 The Bell V-280 in low-level ﬂight. Credit: Bell Helicopter

tor. Twin 36-foot variable-speed rotors are its high center-mounted wings and a tall T- mounted at the center of extended, high- tail. During flight tests in July at its Cascina center fuselage wings. The tiny company Costa flight test facility in Italy, AW609 pro- (with fewer than three-dozen employees) gram manager Clive Scott said Prototype 2 claims its aircraft will be capable of cruise has had some significant upgrades. speeds up to 360 knots (414 mph), signifi- “New avionics, [a] new cockpit display cantly faster than the Bell design or the 230 system and a large number of other im- knots predicted by both AVX and Sikorsky/ provements will together give the aircraft Boeing. greater performance and mission capabilities,” he says. It will also have “much Nearer term projects higher cruise speed, high-altitude cruise ca- Other rotor-wing manufacturers are moving pability and longer range, when compared forward with their own designs. Some are to existing helicopters or other proposed purely company financed, others are re- high-speed rotorcraft,” says Scott. lated to various U.S. and foreign programs, According to AgustaWestland, the mod- a few of which are seen as more near-term ified AW609 has a maximum cruising speed than the Future Vertical Lift. EADS, for ex- of 275 knots—and bursts of up to 333 knots ample, reportedly withdrew its Eurocopter —as well as a range of 700 nautical miles. X3 from the Joint Multi-Role competition for The aircraft represents the company’s re- just that reason. baselining of its tilt-rotor program, an ap- With five-blade rotors, the compound proach that is helping to reduce customer X3 can take off and land vertically like a acquisition and operating costs while still helicopter; propellers on the ends of its delivering performance and technology im- short-span wings take over for forward provements, Scott says. flight. During its flight test program, the X³ Piasecki, one of the oldest helicopter reportedly reached a level flight speed of manufacturers in the U.S., has opted not to more than 230 knots, using less than 80 follow the tilt-rotor path now embraced to percent of its available power, according to one extent or another by most major rotor- the company. craft manufacturers. However, Hayes says Eurocopter hopes to put the X3 into future military and commercial require- service in the 2020s and already has begun ments are enough to warrant further devel- preliminary research and development on a opment on a wide range of vertical lift generation-after-next X4. technologies. AgustaWestland continues to tweak its “There is no one perfect technology to AW609, which has tilt-rotors at the ends of solve all requirements. You usually compro-

42 AEROSPACE AMERICA/FEBRUARY 2014 mise when you try to make a platform that is “Another technology all things, rather than meeting a specific mis- we’re working on is adap- sion set. As a result, the problems we have tive flight controls, which are designed into the platform,” the former is a huge capability. We Marine helicopter pilot tells Aerospace Amer- have redundant controls, ica. “There were obvious benefits with the V- both fixed-wing and heli- 22, but it could have had longer rotor blades copter [modes],” he adds. and a different box design if it did not have “If a round goes through to fit on a carrier deck.” one of those control sys- Piasecki’s next-generation designs fo- tems, what might be a cat- cus on compound technology. An example astrophic failure on a con- is the X-49A Vectored Thrust Ducted Pro- ventional helicopter Eurocopter hopes to put the X3 peller compound helicopter demonstrator, becomes a fly-home ability as the other into service in the 2020s. which the company is offering as a retrofit control system automatically adapts to take Credit: Eurocopter package for legacy craft, claiming it will in- over. We’re introducing that on the X-49A crease speed while reducing vibration, thus demonstrator, but it is still in the lab.” extending the useful lives of those aircraft. While Joint Multi-Role is a centerpiece Often confused with the X-49A is Pi- for military technologies leading to an asecki’s proposed “clean sheet” next-gener- eventual Future Vertical Lift, the variety of ation compound helicopter, the Speed- other programs—both within and outside Hawk, which would incorporate X-49 the Defense Department—also are expected propeller and other advances in an original to contribute to next-generation vertical air- design. The result, according to Hayes, craft in the 2020s and beyond. would be a fast, scalable aircraft that, com- As Lewis notes, “We are looking to pared to current helicopters, will also have bring transformational vertical lift capabili- a significantly longer life cycle. ties across the spectrum of operations.”

ContinuingC Education Program

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AEROSPACE AMERICA/FEBRUARY 2014 43 25 Years Ago, February 1989 Feb. 4 Valentina Tereshkova, the first woman in space, Feb. 10 The Soviet Union launches arrives in London and on the following day receives the six Cosmos satellites from a single Gold Medal of the British Interplanetary Society from its Cyclone rocket. One of the satellites president, Leslie R. Shepherd. She is also presented to is placed into a near polar orbit to take Queen Elizabeth. Tereshkova made a 72-hour 48-orbit photographs of previously unexplored flight in the Soviet Vostok spacecraft in June of 1963. regions of central Antarctica. Flight International, Feb. 13, 1964, Page 258. NASA, Astronautics and Aeronautics, 1986-1990, Page 205. Feb. 5 French pilot Hrissa Pélissier crosses the South Atlantic in her single-engine Wassmer WA 40 Super Feb. 14 In the first use of the new IV aircraft, named Sancy. She covers the 5,600-mile Delta 2 booster, the Air Force launches distance from Issoire, France, to Rio de Janeiro NAVSTAR, the first in a series of 21 in 12 hours and 40 minutes, becoming the third GPS navigation satellites, into an woman to accomplish a transatlantic flight. The last 11,000-mile-high circular orbit. such crossing was made by Maryse Bastié in 1936. NASA, Astronautics and Aeronautics, Flight International, Feb. 13, 1964, Page 256. 1986-1990, Page 205. Feb. 10 Austrian rocketry pioneer Eugen Sänger dies at age 58 in West Berlin. Feb. 21 The Soviet Union’s Phobos 2 As a student in the early 1930s, Sänger conducted some of the world’s first scientific probe, on its way toward the Martian rocket motor experiments and in 1933 produced the book “Rocket Flight Engineering,” moon Phobos to land two robotic viewed as one of the best technical works on the subject. He also published rovers there, is now sending photos articles on rocket-powered flight and in 1936 obtained support from the German of its surface, according to Soviet news government for himself and his team to conduct a rocket research program toward agency Tass. NASA, Astronautics and development of a suborbital long-range rocket-propelled bomber. Called the Aeronautics, 1986-1990, Page 206. Silbervogel or Silverbird, and later the Antipodal Bomber, it prefigured the space shuttle but never became operational. Following World War II, Sänger became a 50 Years Ago, February 1964 prominent promoter of spaceflight. New York Times, Feb. 11, 1964, Page 39.

Feb. 10 France launches the fourth test of its Sud-Aviation two-stage solid-propellant Dragon research rocket from its Sahara Desert test range at Hammaguir, Algeria. The rocket attains an altitude of 470 kilometers. France therefore announces that the rocket is available for sending up scientific payloads and can lift 30 kilograms to a height of 600 kilometers, or 200 kilograms to 250 kilometers. Flight International, Feb. 1 The Boeing tri-jet 727 airliner March 5, 1964, Page 376. enters passenger service with Eastern Airlines on the Miami-Washington, D.C., Feb. 10 The first Athena four-stage solid-propellant sounding rocket launch takes route. The first of a dozen 727s to be place at Green River Bend, Utah, with dummy third and fourth stages. After a delivered to Lufthansa German Airlines flight of about 200 miles, however, a malfunction causes the rocket to veer off is also scheduled to make its inaugural course and crash near Durango, Colo. Aviation Week, Feb. 17, 1964, Pages 30-31. flight by the end of the month. The 727 will be produced in large numbers, with Feb. 25 Maurice Farman, the British-born French aviation pioneer, dies in Paris at the last one completed in 1984. Know age 96. Farman started his career in automobile racing and in 1908 bought a Aviation, Page 63; Aviation Week, Feb. Voisin Model 4 biplane, setting world endurance and 17, 1964, Page 45; Flight International, speed records in 1909. He soon began to manufacture March 3, 1964, Page 354. airplanes and in 1912 merged his own company with that of his brothers Henri and Richard, as the Farman Feb. 2 The U.S. Ranger 6 spacecraft, Aviation Works. The firm produced many aircraft, launched on Jan. 30, hits the surface including the Farman MF.7 Longhorn and MF.11 Shorthorn of the moon but fails to transmit any biplane bombers and the F.30 and F.40 fighters, all of pictures of the lunar surface as World War I vintage; the F.51 maritime reconnaissance flying boat and F.60 Goliath planned. Aviation Week, Feb. 10, 1964, airliner, a forerunner of later passenger planes; and other aircraft used during and Pages 22-25. after World War II. New York Times, Feb. 28, 1964, Page 29.

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

100 Years Ago, February 1914 Feb. 27 The USSR launches the 25th of its Cosmos series of satellites. Although usually called scientific, many of these are widely believed in the West to be military satellites, and probably reconnaissance types. Over the years, the Soviet Union launches hundreds of them. Flight International, March 5, 1964, Page 370.

Feb. 27 The tube-launched, optically tracked wire-command-link anti-tank guided missile is publicly introduced by its developer, Hughes Aircraft. The weapon, known as the TOW, will become one of the most widely used anti-tank guided missiles in the world. Flight International, March 12, 1964, Page 403. Feb. 3 German pilot Bruno Langer sets a new duration record by flying Feb. 29 President Lyndon Johnson discloses the existence of the Lockheed A-11, his Roland biplane for 14 hours 7 a 2,000-mph, high-altitude reconnaissance aircraft. The A-11 soon leads to an minutes. A. van Hoorebeeck, even more advanced reconnaissance plane, the A-12, and is the precursor of the La Conquete de L’Air, Page 103. SR-71 Blackbird. Flight International, March 12, 1964, Pages 377-379. Feb. 11 French pilot Agénor Parmelin 75 Years Ago, February 1939 flies his Deperdussin monoplane over Feb. 4-6 The Boeing XB-15 bomber prototype, which Mont Blanc, the made its inaugural flight on October 15, 1937, flies a highest peak in mercy mission to Chile, carrying 2,250 pounds of medical the Alps. A. van supplies for earthquake victims. This is a nonstop flight of Hoorebeeck, La 29 hours 53 minutes from Langley Field, Va., to Santiago, Conquete de Chile. The pilot, Maj. Caleb V. Haynes, is later presented L’Air, Page 103. with the Distinguished Flying Cross. Aircraft Year Book, And During February 1914 1940, Page 431. —Marc Pourpe of France Feb. 14-28 Lufthansa places a Dornier Do 26 four-engined flying boat, the completes the first flight Seefalka, into experimental use on the South Atlantic for the first time. It carries from the Red Sea to the 1,300 pounds of medicines for the relief of earthquake victims in Chile. Interavia, Mediterranean by flying March 3, 1939, Pages 7-8. his aircraft above the length of the Suez Canal. Feb. 22 The first Fokker T.8-W begins flying trials in Amsterdam, A. van Hoorebeeck, La Conquete de the Dutch Navy having ordered several of the twin-engined L’Air, Page 103. torpedo aircraft. Interavia, Feb. 24, 1939, Page 5.

Feb. 24 Boeing’s Model 314 flying boat is officially handed over to Pan American Airways for U.S.-European service. An agreement has already been reached with the French government for U.S. air transports to carry passengers, mail and goods across the Atlantic and into and out of French terminals. Aircraft Year Book, 1940, Page 431; Aero Digest, —At Marblehead, Mass., trial flights Feb. 1939, Page 17. begin for the Burgess-Dunne hydroplane, the world’s first sweptback And During February 1939 seaplane. Made by the Burgess —During a blizzard, Northwest Airlines operates the only airplane service out company and Curtiss, the craft is a of Chicago, using a single-engine Hamilton equipped with skis for flying mail modification of the Dunne sweptback and express baggage between Chicago and Milwaukee. Aero Digest, March 1939, landplane designed by Lt. John W. Page 32. Dunne of England. A 100-horsepower Curtiss O-X engine powers the —Germany’s Junkers aircraft firm signs an agreement with the Mexican govern- 46-foot-span seaplane. Flight, ment on trading Mexican oil for German planes. Interavia, Feb. 21, 1939, Page 7. June 19, 1914, Pages 644-647.

AEROSPACE AMERICA/FEBRUARY 2014 45 Career Opportunities

CONNECT ENDLESS OPPORTUNITIES TO NETWORK!

Open Faculty Positions ACHIEVE RESOURCES TO SUPPORT YOUR EDUCATION The Daniel Guggenheim School of Aerospace Engineering at Georgia Insti- AND CAREER! tute of Technology, in Atlanta, GA, invites nominations and applications for - ics & automation. Appointments are expected to be at the Assistant Profes- sor level, however appointments to the Associate or Full Professor level will INSPIRE be considered for exceptional candidates having demonstrated a superior re- MAKE YOUR MARK! search and teaching record with a strong commitment to aerospace applications. Visit ae.gatech.edu/careers to view complete position announce-

Candidates are required to have a doctorate in Aerospace Engineering or an outstanding research record and will be expected to teach graduate and JOIN undergraduate courses in his/her area of expertise, supervise graduate students, and interact with the faculty on the development of a strong, indepen- AIAA STUDENT dent, externally funded research program. MEMBERSHIP AIAA Student Membership offers a great The Aerospace Engineering program at Georgia Tech is the largest program return on investment. of its kind in the US, having approximately 40 full-time faculty members, and more than 800 undergraduate students and 500+ graduate students. Its undergraduate and graduate programs are typically ranked among the top www.aiaa.org aerospace engineering programs in the nation. Information about the School can be found at www.ae.gatech.edu.

The smallest change can make the biggest difference.

Live, learn, and work with a community overseas. Be a Volunteer. peacecorps.gov

46 AEROSPACE AMERICA/FEBRUARY 2014 Department of Mechanical and Aerospace Engineering

The Department of Mechanical and Aerospace Engineering (MAE) at the University of Florida invites applicants for up to six tenure-track/ tenured faculty positions at the rank of Assistant, Associate or Full Professor. Areas of interest include: (1) advanced manufacturing, (2) autonomous systems, (3) aerospace engineering and aerospace sciences, (4) cellular mechanics and engineering, (5) energy, with emphasis on renewable/sustainable energy and (6) computational sciences, including computational science in support of the above areas. Applicants must have a Ph.D. in mechanical or aerospace HQJLQHHULQJ RU D UHODWHG ¿HOG 6XFFHVVIXO DSSOLFDQWV ZLOO EH expected to be an effective teacher at undergraduate and graduate levels, and to build a vibrant externally-funded research program.

The MAE Department currently has 53 faculty members, 400 graduate students, total annual expenditures in excess of $24 million, and is the largest academic department on the UF campus. 3HUVRQV MRLQLQJ WKH 'HSDUWPHQW ZLOO ¿QG RXWVWDQGLQJ IDFLOLWLHV Journal of interdisciplinary opportunities, a collaborative and collegial work environment, and a strong dedication to diversity and excellence in research and education. This hiring initiative is part of the AerospaceAerospace University of Florida preeminence effort, a campus-wide strategic faculty recruitment initiative. Potential applicants seeking more Information information are encouraged to visit our website at http://www.mae. XÀHGX Systems Candidates must submit applications electronically to Prof. Ghatu 6XEKDVK 6HDUFK &RPPLWWHH &KDLU DW PDHVHDUFK#PDHXÀHGX. $SSOLFDWLRQVVKRXOGLQFOXGH DFRYHUOHWWHUPHQWLRQLQJWKHVSHFL¿F DUHDDQGEULHÀ\RXWOLQLQJWKHFDQGLGDWH¶VTXDOL¿FDWLRQVUHVHDUFK and educational interests; 2) 3-5 year research plan, potential Now Accepting collaborative activities and statement of teaching philosophy; 3) a complete CV; and 4) the names and full contact information for at Submissions on least four references. The search committee will begin screening of applicants immediately and will continue to accept applications arc.aiaa.org XQWLODOOSRVLWLRQVDUH¿OOHG8QLYHUVLW\RI)ORULGDFRXQWVDPRQJLWV greatest strengths — and a major component of its excellence – that it values broad diversity in its faculty, students, and staff and creates a robust, inclusive and welcoming climate for learning, UHVHDUFK DQG RWKHU ZRUN 8) LV FRPPLWWHG WR HTXDO HGXFDWLRQDO and employment opportunity and access and seeks individuals of all races, ethnicities, genders and other attributes who, among WKHLUPDQ\H[FHSWLRQDOTXDOL¿FDWLRQVKDYHDUHFRUGRILQFOXGLQJD broad diversity of individuals in work and learning activities. The selection process will be conducted in accord with the provisions of )ORULGD¶Vµ*RYHUQPHQWLQWKH6XQVKLQH¶DQG3XEOLF5HFRUGV/DZV 7KH8QLYHUVLW\RI)ORULGDLVDQ(TXDO2SSRUWXQLW\(PSOR\HU

)LQDOFDQGLGDWHVZLOOEHUHTXLUHGWRSURYLGHRI¿FLDOWUDQVFULSWWRWKH hiring department upon hire. A transcript will not be considered ³RI¿FLDO´LIDGHVLJQDWLRQRI³,VVXHGWR6WXGHQW´LVYLVLEOH'HJUHHV HDUQHGIURPDQHGXFDWLRQLQVWLWXWLRQRXWVLGHRIWKH8QLWHG6WDWHV DUHUHTXLUHGWREHHYDOXDWHGE\DSURIHVVLRQDOFUHGHQWLDOLQJVHUYLFH provider approved by National Association of Credential Evaluation 6HUYLFHV 1$&(6 ZKLFKFDQEHIRXQGDWhttp://www.naces.org/.

AEROSPACE AMERICA/FEBRUARY 2014 47 AIAA

On Wednesday, March 12, 2014, AIAA members will share their passion about aerospace issues on Capitol Hill.

With the impacts of sequestration rippling through the R&D workforce and the aerospace enterprise, your participation in the 2014 AIAA Congressional Visits Day Program is more critical than ever!

Come to Washington, DC, to let your representatives hear how important aerospace is to our country’s prosperity and security, and take an active role in helping shape the future of our industry.

Join us as we meet with congressional decision makers to discuss the importance of science, engineering, and technology to our national security and economic vitality.

For more information visit www.aiaa.org/CVD2014 or contact Duane Hyland at [email protected] or 703.264.7558.

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AIAA Board of Directors Voting Now Under Way! Help shape the direction of the Institute with your vote. To read the candidates’ statements and vote online, visit www.aiaa.org/BODvote.

All Votes Due by 24 March 2014 – Vote Today!

To Vote Online: Visit www.aiaa.org/BODvote. If you have not already logged in, you will be prompted to do so. Follow the on-screen directions to view candidate materials and cast your ballot. Vote by 24 March 2014.

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AIAA Board of Directors Voting Now Under Way! Help shape the direction of the Institute with your vote. To read the All Votes Due by 24 March 2014– Vote Today! candidates’ statements and vote online, visit www.aiaa.org/BODvote.

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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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B10 AIAA BULLETIN / FEBRUARY 2014 28–30 JULY 2014 CLEVELAND, OHIO

Leveraging Aerospace and FEATURING Energy Technology Synergies 50th AIAA/ASME/SAE/ASEE Joint to Address Future Challenges Propulsion Conference is the theme for the new AIAA Propulsion 12th International Energy Conversion and Energy Forum and Exposition. Join us Engineering Conference in Cleveland, 28–30 July 2014, for EXCITING TOPICS t Propulsion and Energy Systems Architectures that are Safe, Clean, and Economical SAVE THESE DATES t High Energy and Power Density 1 APRIL: Event Preview on Technology www.aiaa-propulsionenergy.org t Advanced Manufacturing Solutions 1 APRIL: Online registration opens STIMULATING IDEA EXCHANGES 28–30 JULY: Forum Dates t High-Level Plenary and Panel Sessions t Over 20 Technical Sessions t Including ITAR-Restricted Sessions

SIGN UP TO RECEIVE RESERVE YOUR SPONSORSHIP THE LATEST NEWS AND EXPOSITION SPACE TODAY www.aiaa-propulsionenergy.org Sponsorship Contact: Merrie Scott, [email protected] #aiaaPropEnergy Exposition Contact: Chris Grady, [email protected]

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AIAA BULLETIN / FEBRUARY 2014 B13 4–7 AUGUST 2014 SAN DIEGO, CALIFORNIA

FEATURING AIAA/AAS Astrodynamics Specialist Conference SAVE THE DATE! AIAA Complex Aerospace Systems Exchange 32nd AIAA International Communications Satellite Systems Conference

CONNECTING, PROTECTING, AND ENHANCING A GLOBAL SOCIETY The forum will convene a global conversation around the important role our community plays in enabling a connected culture, monitoring our planet, expanding our boundaries beyond Earth, and advancing technology and innovation to address worldwide opportunities.

RESERVE YOUR SPONSORSHIP AND EXPOSITION SPACE TODAY Sponsorship Contact: Merrie Scott, Email: [email protected] Exposition Contact: Chris Grady, Email: [email protected]

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Daniel GuggeheimMedal AwardDistinguished Service Award Public Service CooperationAwardInternational Gala ashington, DC AIAA has formed a AIAA hasformed g rade Cent 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 the Winner of control, propulsion, structures, weights, performance, and cost ﬁeld t $PWFSBHFPGDPOWFOUJPOBMBOEVODPOWFOUJPOBMEFTJHONFUIPET Summer rd JODMVEJOH6"7 DBOBSE UBOEFNXJOH $XJOH PCMJRVFXJOH Book Awa asymmetrical, multi-fuselage, wing-in-ground-effect, and more 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. 12-01 7 0-3d Order 24 hours a Day at arc.aiaa.org