Aerospace America 2013 11 PDF

Airports, airlines brace for climate impacts
Reaching for unlimited (almost) flight

A P U B L I C A T I O N O F T H E A M E R I C A N I N S T I T U T E O F A E R O N A U T I C S A N D A S T R O N A U T I C S
November 2013
Chinas
bold lunar plan
THE INSPIRATION THE U.S. COULD DRAW
W
ritten with the airline passenger in mind, the authors
arm the ying public with the truth about ight
delays. Their provocative analysis not only identies the
causes and extent of the problems, but also provides
solutions that will put air transportation on the path to
recovery.
This is a very disturbing bookand it was intended
to be. For the crisis in U.S. aviation is far more
serious than most people imagine. Donohue and
Shaver have given us the best prescription Ive seen
for xing it.
Robert W. Poole Jr., Director of Transportation
Studies at the Reason Foundation
Donohue and Shaver have taken an enormously
arcane and complex set of issues and players and
laid them all out very clearly and directly .... Its
among the best and most thoughtful pieces written
on the subject ... its a very, very goodand mostly
evenhandeddistillation of the background and
causes of the current quagmire that will only worsen
as time is allowed to pass with no real xes in sight.
David V. Plavin, former Director of Airports
Council InternationalNorth America and former
Director of the Port Authority of New York and
New Jersey
The air transportation system is xable but the
patient needs urgent and holistic care NOW.
Donohue and Shaver are the doctors, and the
doctors are in! They have the knowledge and
capability to work through this problem to success
if we as a community want to x the system.
Paul Fiduccia, President of the Small Aircraft
Manufacturers Association
An impassioned and controversial look at the
current state of aviation in the U.S. by a former
FAA insider. This is must read material for those
concerned with how the aviation system affects them
as an airline passenger.
Glen J. D. McDougall, President of MBS Ottawa
and former Director General, Department of
Transport Canada
Library of Flight Series
2008, 240 pages, Hardback
ISBN: 978-1-56347-949-6
AIAA Member Price: $24.95
List Price: $29.95
Terminal
CHAOS
Why U.S. Air Travel Is Broken and How to Fix It
By George L. Donohue
and Russell D. Shaver III,
George Mason University,
with Eric Edwards
Order 24 hours a day at www.aiaa.org/books OO
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DEPARTMENTS
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Patent and Trademark Office. 40,000 copies of this issue printed. This is Volume 51, No. 10.
November 2013
AIAA Meeting Schedule B2
AIAA Courses and Training Program B4
AIAA News B5
BULLETIN
CHINAS BOLD LUNAR PLAN 24
Emerging details on Chinas new Change 3 robotic lunar lander
suggest it could be adapted to carry human crews.
by Craig Covault
CLIMATE CHANGE AND AVIATION: 30
Aviation decision-makers are giving greater attention to devising
strategies for dealing with climate change.
by Philip Butterworth-Hayes
UNMANNED MARATHONERS 36
Unmanned planes that can fly for days or even years at a time could
become the next big thing in aviation.
by Marc Selinger
EDITORS NOTEBOOK 3
A fresh start.
INTERNATIONAL BEAT 4
Winners and losers in Europes defense program cuts.
WASHINGTON WATCH 6
Shutdown, sequestration, and the Silent Eagle.
AIRCRAFT UPDATE 10
Military transports: Back to neglect.
ENGINEERING NOTEBOOK 12
Composite tanks promise major savings.
THE VIEW FROM HERE 16
Strong ARM for seizing a space rock.
GREEN ENGINEERING 20
The new meaning of additive value.
OUT OF THE PAST 42
CAREER OPPORTUNITIES 44
ON THE COVER
Photo by Masi Gianluca/Dreamstime.com
Page 30
Page 36
Page 16
Page 20
Page 12
Page 10
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The most exciting thing about my new role as editor-in-chief of Aerospace
America is that Im joining AIAA at a critical juncture for the aerospace
community and for the profession of journalism.
Todays aerospace professionals and educators need reliable information
now more than ever. Government budgets are flagging and national
economies are in transition. Innovation and creativity are the only factors that
can keep the profession progressing. Whats clear is that humanity is in no
mood for excuses. People want to fly faster and more affordably. They expect
to communicate effortlessly without wires. They need protection from terror-
ists and rogue states. They want answers to the big questions: Are we alone
in the universe? Are we ruining our planet? Are humans in space to stay?
Well-read professionals and academics will do a better job of pushing
societies forward on these and many other issues. Indeed, your appetite for
ideas and your embrace of the digital media have sparked a fierce competition
among media outlets. In this new media market, my goal is to make sure
Aerospace America stays your go-to source for in-depth, non-sensationalized
information about all things aerospace.
As the magazine of the AIAA, our coverage should serve members in two
ways: It should inform you about the most critical developments in government,
business, and research. But it also should enhance the national conversation
about aerospace priorities and strategies, a conversation whose outcomes are
critical to members and the broader society.
How will our team accomplish all this? First, by digging into topics with an
independent spirit worthy of my predecessor, Elaine Camhi, who stayed on
during the transition to help produce this edition of the magazine. Second,
by modernizing Aerospace America to make it even more user-friendly and
relevant to our readers.
I come to these challenges equipped with some core tenets from my years
in online and print journalism, including my role as a long-time contributor to
Aerospace America:
High-quality journalism can be the glue that binds a community
together. It can help solve problems, advance technologies, and dispel
misperceptions.
No topic relevant to the aerospace community should be out of bounds
for thoughtful exploration and commentary.
Print and online media products should work together to deliver
unprecedented depth and choice to consumers.
Content can be fun to read and still be intelligent and thought provoking.
These tenets are like the lines on a highway. They set us on the right path,
but navigating the terrain beyond them will demand flexibility and fresh
thinking. I invite you to join Aerospace America on a journey that will enrich
your professional lives.
Ben Iannotta
Editor-in-Chief
is a publication of the American Institute
of Aeronautics and Astronautics
Ben Iannotta
Editor-in-Chief
Patricia Jefferson
Associate Editor
Greg Wilson
Production Editor
Jerry Grey, Editor-at-Large
Christine Williams, Editor AIAA Bulletin
Correspondents
Robert F. Dorr, Washington
Philip Butterworth-Hayes, Europe
Contributing Writers
Richard Aboulafia, James W. Canan,
Marco Cceres, Craig Covault, Leonard
David, Philip Finnegan, Edward Goldstein,
Tom Jones, Chris Kjelgaard, James Oberg,
David Rockwell, J.R. Wilson
Jane Fitzgerald
Art Direction and Design
Michael Griffin, President
Sandra H. Magnus, Publisher
Craig Byl, Manufacturing and Distribution
STEERING COMMITTEE
Steven E. Gorrell, Brigham Young University;
Basil Hassan, Sandia; Merri Sanchez,
Sierra Nevada; Mary L. Snitch, Lockheed
Martin; Vigor Yang, Georgia Institute of
Technology; Susan X. Ying, Boeing
EDITORIAL BOARD
Ned Allen, Jean-Michel Contant,
Eugene Covert, L.S. Skip Fletcher,
Michael Francis, Cam Martin,
Don Richardson, Douglas Yazell
ADVERTISING
Robert Silverstein, 240.498.9674
rsilverstein@AdSalesExperts.net
Russell Brody 732.832.2977
russell.brody@verizon.net
Send materials to Craig Byl (craigb@aiaa.org),
AIAA, 1801 Alexander Bell Drive, Suite 500,
Reston, VA 20191-4344. Changes of address
should be sent by e-mail at custserv@aiaa.org,
or by fax at 703.264.7551.
Send correspondence to beni@aiaa.org.
November 2013, Vol. 51, No. 10
Editors Notebook
A fresh start
Winners and losers in Europes defense
program cuts
4 AEROSPACE AMERICA/NOVEMBER 2013
programs are now out of the ques-
tionespecially if economies do not
improve as hoped. But it does mean
that the impact of the cuts will con-
tinue to fall far more lightly on avia-
tion than on other areas.
EU defense ministers, meeting as
members of the European Defense
Agency (EDA) steering board in No-
vember 2011, agreed on a number of
areas where European states needed
to increase their capabilities through
pooling and sharing national assets.
These include helicopter training, mar-
itime surveillance, satellite communi-
cations, AAR, ISR, pilot training, and
smart munitions.
Recent conflicts in Afghanistan and
Libya have starkly revealed Europes
continuing dependence on the U.S.
for key capabilities. The need to de-
velop ISR and AAR capabilities now
has a new urgency.
At the Paris Air Show in June, Eu-
ropes EADS Cassidian, Dassault Avia-
tion, and Alenia Aermacchi issued a
joint statement calling for the launch
of a joint European medium-altitude
long-endurance (MALE) UAV program
to help address the shortfall in ISR ca-
pabilities. In September the French
and German governments asked for
more details of these proposals. It is a
market currently dominated by U.S.
and Israeli unmanned air systems
(UAS), and one of the key issues fac-
ing European defense departments is
the need to ensure that, nationally and
collectively, Europe retains an indige-
nous aerospace and defense capability
even while new programs are being
cut or delayed.
As Frances defense department
outlined in its Livre Blanc defense
strategy, published this April, The
President of the Republic has chosen
to preserve all the critical industrial
sectors that make our industrial and
technological base an instrument for
preserving Frances strategic auton-
18% in 2010 and a further 19% in
2011. Romania introduced cuts of 13%
in 2010.
In February 2011, before even
more drastic cuts were announced,
NATO Secretary General Anders Fogh
Rasmussen said, Over the past two
years, defense spending by NATOs
European member nations has shrunk
by $45 billion dollarsthat is the
equivalent of Germanys entire annual
defense budget.
According to recent figures from
the Stockholm International Peace Re-
search Institute (SIPRI), only Estonia,
Poland, Slovenia, and Albania spent a
larger portion of gross domestic prod-
uct on defense than than they did 12
years ago.
The bigger picture
But these figures do not tell the whole
story. Approximately 70% of all de-
fense spending in Europe is concen-
trated on five states where the de-
clines have been much less and have
fallen, to a large part, on troop num-
bers rather than equipment. Even after
the current round of cuts, Europe will
still spend more than half its military
budget on personnel. Both the U.K.
and France, far and away the largest
military spenders in Europe, have put
in place strategic defense reviews
aimed at safeguarding long-term ac-
quisition programs, many of which are
air- rather than ground- or sea-based.
This does not mean that further
cuts or delays to aircraft acquisition
EUROPEAN GOVERNMENTS WILL MEET
in Brussels in December at the EU
Council to discuss how defense capa-
bilities can be enhanced, or at least
maintained, during the current period
of economic hardship. For military air-
craft manufacturers, the meeting could
go at least some way toward sorting
out a major area of confusion in the
European market.
Collectively, the European Union
is committed to enhancing capabilities
in areas such as maritime surveillance,
air-to-air refueling (AAR), pilot train-
ing, and intelligence, surveillance, and
reconnaissance, or ISR (which means
new aircraft and systems will be re-
quired). However, individual national
defense equipment budgets are in
steep decline. So where will the cash
come from for these new projects?
Severe reductions
Since the financial crisis of 2008, EU
states have drastically reduced defense
spending. In 2012, according to the
London-based Institute for Strategic
Studies, European NATO members
defense spending was, in real terms,
around 11% lower than in 2006. Some
of the smaller European states have
slashed their defense budgets by huge
amounts.
According to Christian Mlling,
writing in a Brookings Institution re-
port titled The Implications of Military
Spending Cuts for NATOs Largest
Members, The largest budget cuts
have been introduced in the smaller
EU member states, with rates above
20%. Latvia notably reduced military
spending by 21% in 2009. Lithuania
cut 36% in 2010. The majority of mid-
dle-sized countries have implemented
military spending cuts of 10 to 15%,
on average. For example, the Czech
Republic and Ireland reduced their de-
fense budget by 10% in 2011 and 2010
respectively. Portugal cut 11% in 2010.
Greek military spending dropped by
2012 EUROPEAN DEFENSE SPENDING
BY FIVE KEY NATIONS
Country World Defense
ranking budget, billions
U.K. 4 60.8
France 6 58.9
Germany 9 45.8
Italy 10 34.0
Turkey 15 18.2
Source: SIPRI
AEROSPACE AMERICA/NOVEMBER 2013 5
omy and its sovereignty. It implies a
continued priorityin favor of re-
search and development spending
and investment to equip our forces
looking to 2025.
The AAR shortfall is being met
partly by an increase in national capa-
bilities and partly by a new pan-Euro-
pean procurement program managed
by the EDA. By the end of 2013 the
RAF will have taken delivery of six out
of 14 Airbus A330 Multi-Role Tanker
Transports (MRTT)via the Future
Strategic Tanker Aircraft program,
which will see it lease the aircraft un-
der a private finance initiative with the
AirTanker consortium. In addition,
Italy now has four Boeing KC767s.
Further AAR capabilities will come on
line as Europes air forces take deliv-
ery of the Airbus Military A400M,
which entered service with the French
air force earlier this year.
U.K.: Ups as well as downs
Although the U.K.s overall defense
budget is set to remain more or less
static next year, the government is
committed to a 1% annual real growth
in the equipment budget next year
over 2013. Spending on the program
to buy 48 Lockheed Martin F-35B air-
craft for deployment aboard the Royal
Navys two aircraft carriers, in particu-
lar, is due to increase sharply from
2015 to 2016. The RAF has 232 Euro-
fighter Typhoon aircraft on order, and
the first Tranche 3 aircraft is due for
delivery by the end of this year. At the
end of October, 109 aircraft had been
delivered to the RAF.
Tranche 3 capabil-
ity includes over 350
modified parts, in-
cluding provision for
conformal fuel tanks,
extra electrical power,
and cooling to cater
for the E-Scan radar.
The Tranche 3 con-
tract has been signed
and will deliver 40 air-
craft. With the Tranche
1 aircraft fleet due to
retire over the period
2015-2018, this will leave 107 Ty-
phoons in RAF service until 2030.
If further reductions are needed,
the number of Tranche 3 deliveries
could be cut or deferred, or, more
likely, the U.K. might cut its total
planned buy of 138 F-35Bs. The coun-
try is also currently building two
aircraft carriersif one were to be
canceled as a result of budget cuts,
the number of F-35s requireds,
by the Royal Roy
Navy would
fall by half.
The U.K. has already lost maritime
patrol and long-range strike assets. In
its May 2010 Strategic Defense and Se-
curity Review, the U.K. government
announced that the Panavia Tornado
would remain the RAFs main strike
aircraft and the RAF and Royal Navy
BAE Systems Harrier squadrons would
be retired. The BAE Systems Nimrod
MRA4 maritime patrol/intelligence-
gathering program has been scrapped
as a result of the defense review. The
U.K. has also cut its order for A400M
military transports from 25 to 22.
Another significant U.K. defense
spending review is planned for 2015.
By then it should be clear whether the
country is out of the current recession
and defense spending can return to
pre-austerity levels.
The French plan
Frances strategic defense plan has
outlined a fall in the annual defense
budget from 1.9% to 1.76% of the
countrys GDP. Some 364 billion has
been allocated for 2014-2025, includ-
ing 179 billion for 2014-2019. France
has cut orders for the Dassault Rafale
to 26 from a previously planned 60
deliveries over the period, with the
total combat air force set to be cut to
225 aircraft by 2025, from a previous
target of 300.
The review has also prioritized the
acquisition of ISR MALEs, strategic air
transports, and AAR aircraft. France
has a total of 50 A400Ms on order, the
first of which was delivered in August
this year. But the delivery timetable for
these platforms has been delayed un-
der the latest draft pro-
posals, due to be rati-
fied by years end. The
spending plan covers the
acquisition of 15
A400Ms between
2014 and 2019 and
two Airbus Military
A330 MRTTs out of a
long-term proposal to
acquire 12. France would also acquire
42 NH Industries NH90s and 16 Euro-
copter Tigers. In June France con-
cluded a deal with the Pentagon to
purchase 16 General Atomics Aero-
nautical Systems MQ-9 Reaper UAS
units.
Germany
Germanys defense department has
plans to cut its budget by at least 2
billion to 2016, resulting in possible
reductions in the procurement of heli-
copters, fighters, and military transport
aircraft (60 A400Ms are on order).
Press reports at the start of this
year suggested that the Bundeswehr is
planning not to buy the last tranche of
37 Eurofighter aircraft it has ordered
and was planning to cut long-standing
commitments for NH90 naval helicop-
The AAR shortfall is being met in part by a pan-European procurement
program that included leasing Airbus A330 Multi-Role Tanker Transports.
Several countries have
announced or are
considering
reducing their
orders for
F-35s.
(Continued on page 9
Shutdown, sequestration,
and the Silent Eagle
comply with the
cuts is by elimi-
nating an entire
fleet of aircraft. At
first, they consid-
ered the services
59 KC-10A Exten-
der tanker-trans-
ports or its 65 B-
1B Lancer
bombers. But it
soon became clear that the Air Staffs
real target is the inventory of 326 A-
10C Thunderbolt II attack planes. If
the sequester continues, theyll have to
go, said Gen. Mike Hostage, head of
the Air Combat Command. In a per-
fect world, I would like 1,000 A-10s,
but with the sequester I cant afford
any.
Enter Sen. Kelly Ayotte (R-N.H.).
Ayotte told James she had seen a
PowerPoint slide from the Air Force
saying the A-10 would be phased out
by FY15. That makes me concerned
that there already has been a decision
made about the A-10, when, in fact,
no such decision has been announced,
Ayotte said. The senator cited a recent
incident in which 60 U.S. soldiers were
saved in Afghanistan because of close
air support provided by the A-10.
James replied that no decision has
been made.
Ayotte placed a hold on the James
first beneficiaries of the Senates im-
proved performanceor so it seemed
was Deborah Lee James, the defense
contractor nominated to be the next
Air Force Secretary. Little controversy
was evident when James testified be-
fore the Senate Armed Services Com-
mittee September 19.
James gave predictable responses
to questions about military programs.
She said she supports the Air Forces
current priorities: the KC-46 air-refuel-
ing tanker, F-35 Lightning II Joint Strike
Fighter, and Long Range Bomber. She
expressed concern about military op-
erations being affected by possible re-
tirement of the A-10 aircraft and
agreed with Sen. Roy Blunt (R-Mo.)
that if the service were to eliminate an
entire class of aircraft, wed better be
sure that weve got something else that
will serve that mission in the interim
until one of the futuristic programs
comes online.
James almost certainly would have
preferred to testify about aircraft, but
senators grilled her repeatedly about
two issues that have embarrassed the
service in recent months, religious pros-
elytizing in the workplace and sexual
assault throughout the Air Force. James
appeared to have overcome these con-
cerns by calling for dignity and respect
for all in the ranks.
Even as the nominee was testify-
ing, the Air Forces uniformed leaders
were saying that if the budget-cutting
process known as sequestration re-
mains in effect, the only way they can
THE ANNUAL BUDGET PROCESS THAT
has kept the government functioning
for the past hundred years now seems
to be a distant memory to many in
Washington.
While the White House and House
Republicans argued over the partial
government shutdown, issues of grave
importance, such as immigration re-
form and U.S. policy toward Iran, were
pushed aside. President Obamas meet-
ing with Israeli Prime Minister Ben-
jamin Netanyahu was largely overshad-
owed. A CNN News poll showed that
only 10% of the U.S. public approves of
what Congress is doing. The executive
branch fared little better, with a decline
in President Barack Obamas approval
rating and a sharp increase in citizen
complaints about the functioning of
cabinet departments.
During the partial shutdown,
NASA said 98% of its employees
would be furloughed, while the figure
was just 33% for the Dept. of Trans-
portation. Air traffic controllers were at
work while air safety inspectors stayed
home. Meat inspectors in the Dept. of
Agriculture were on duty while meat
inspectors in the Food and Drug Ad-
ministration were not.
In spite of it all, as we entered au-
tumn, much of the nations business
continued, including the business of
aerospace.
Air Force secretary
Almost unnoticed amid the budget tur-
moil, the Senate quietly streamlined its
process for considering nominees for
high office. It appeared to be on the
verge of confirming a new Secretary of
the Air Forcewhen that, too, was
sidetracked.
Thanks to an agreement reached
by Democrats and Republicans last
spring, executive branch nominees
who require Senate confirmation can
now expect a fairly prompt decision.
Or at least in most cases: Among the
KC-46 air-refueling tanker
Sen. Kelly Ayotte
(R-N.H.)
nominationas any one senator is em-
powered to doand called for a sub-
stantial response from the Air Force
on the A-10s future. Days later, Sen.
Martin Heinrich (D-N.M.) separately
placed a hold on the nomination.
Heinrichs office said his action was
not related to the A-10 issue but would
not give his reason.
Proponents for cutting the A-10 ar-
gue its close air support mission can
be performed by other aircraft. But the
plane is popular in the Army, where
ground troops are said to love the sup-
port it provides, and also with some in
Congress. James was expected to win
Senate confirmation eventually as the
Air Forces next civilian chief.
Seeing sequestration
Before the October 1 shutdown, the
nations military service chiefs testified
in open session on Capitol
Hill that the armed
forces will not be able
to do their job if se-
questration contin-
ues.
And yet, the
automatic spend-
ing cuts ap-
peared to be the
new normal. The
measure mandates
a $52-billion reduc-
tion in defense spend-
ing for FY14, and a $1.1-
trillion cut over 10 years.
Speaking to the House Armed
Services Committee, the flag officers in
charge of the Air Force, Army, Marine
Corps, and Navy were asked by Rep.
Randy Forbes (R-Va.) whether they
could carry out military requirements
if sequestrationor anything similar
remained in place. One by one the
three generals and one admiral said,
simply, No.
Gen. Mark Welsh, USAF chief of
staff, told representatives during the
September session that the Air Force
may have to retire one of its current
aircraft fleets to protect funding for its
three top future priorities, the KC-46A
air-refueling tanker, F-35A Lightning II,
and Long Range Strike Bomber. All are
in one stage of development or an-
other, but none is anywhere near be-
coming operational. The Air Force
wants 100 of the bombers, which are
the farthest from completion. These
are built with low observables, or
stealth, to make them hard to detect
on radar. They also feature satellite-
guided munitions, sophisticated sen-
sors, and electronic jamming gear.
Critics say multimission aircraft
like the F-35in contrast to single-mis-
sion warplanes like the A-10do not
perform any single task well enough
and are too costly to procure and op-
erate. The F-35 or JSF program is now
a $1.1-trillion effort aimed at providing
2,443 airplanes to U.S. squadrons over
55 years. Getting rid of a current air-
craft in order to afford a new one is
like burning the furniture to save the
house, say critics, who for years have
eyed the F-35 as a target for cancella-
tion. While the plane is racking up
some successes today, it has been
plagued with delays and technical
glitches. The latter have long included
jittery images on the pilots helmet-
mounted cueing sight. Now a new
problem has arisen: Officials say the
tires on the Marine Corps F-35B short
takeoff and landing model are wear-
ing out too soon.
Outside the U.S., the F-35 may see
some defections by nations that origi-
nally were partners in the project. The
Dutch announced in September that
they would commit to 37 of the fight-
ers, 48 fewer than their original total.
Denmark, once committed to 30
planes, is now considering other fight-
ers. Italy has reduced its order from 121
to 90. The governments of Canada and
Turkey are now reconsidering their
early commitments to the aircraft and
could drop out of the program entirely.
F-35 progress
At Eglin AFB, Florida, the 33rd Fighter
Wing is showing results after years of
preparing to provide initial training to
Air Force, Marine Corps, and Navy
F-35 pilots. Although the aircrafts ar-
rival and the training of pilots at the
base began two years behind sched-
ule, both are now in full swing.
The 33rd wing has one training
squadron for each service branch and
examples of all three JSF versionsthe
Air Force F-35A conventional takeoff
version, the Marine Corps F-35B, and
the Navys carrier-capable F-35C. On
August 13, the wing logged its 2,000th
sortie by an F-35. Although Eglin re-
mains the center of activity for the
program, fully half a dozen bases are
Gen. Mark Welsh, USAF chief of staff
Rep. Randy Forbes
(R-Va.)
F-35C
clude temporary layoffs. At what
should have been the start of the gov-
ernments 2014 fiscal year, FAA Ad-
ministrator Michael Huerta heeded
Shusters advice to find other ways to
save. According to Shusters office, the
FAA spent $514 million on consul-
tancy fees last year and could elimi-
nate about half of these with almost
no impact on daily operations.
In other civil aviation develop-
ments, an FAA-sponsored govern-
ment-industry panel recommended in
September that the agency permit air-
line passengers to use email, texting,
and web surfing as well as e-readers
and MP3 players during takeoff and
landing. The panel did not review the
use of in-flight phone calls, which are
banned by the FCC. Under current
FAA guidelines, airlines prohibit the
use of all electronic devices until an
aircraft has climbed above 10,000 ft.
Sen. Claire McCaskill (D-Mo.) is-
sued a statement saying she was not
breaking out my iPad in celebration
just yet, and that if the FAA does not
implement the panels recommenda-
tions she will sponsor legislation to
make it happen.
Some in Washington view the con-
vening of the panel as a largely cos-
metic measure, with the FAA unlikely
to introduce change unless pressured
by lawmakers. Experts disagree on
whether electronic devices endanger
aircraft systems. Many point out that
the current prohibition has little mean-
ing anyway, since passengers and
even crewmembers often ignore the
rule with impunity. Robert F. Dorr
robert.f.dorr@cox.net
now operating the aircraft. At the end
of September, planemaker Lockheed
Martin was preparing to deliver the
100th F-35.
On September 24 the worldwide
F-35 program received a boost it may
not have earned when the South Ko-
rean government rejected a bid by Boe-
ing to build 60 F-15SE Silent Eagle fight-
ers, saying it needs a more advanced
warplane. Seoul will reboot its fighter
competition, known as Fighter Experi-
mental Phase III or FX-3, from which it
had earlier disqualified the F-35 and the
Eurofighter Typhoon. The decision not
to buy the F-15SE was unexpected
South Korea has been pleased with its
fleet of 60 F-15K Slam Eagles.
South Korea is expected to for-
mally reopen the FX-3 competition
and officially reconsider the same
three fighters: the F-35, Typhoon, and
F-15SE. But at this juncture, and with
Japan having recently done the same,
Seoul isnt expected to seriously con-
sider any aircraft other than the F-35.
Leaders in the countrys air force and
acquisitions agency say privately that
the F-35 is now the only contender.
Civil aviation issues
The FAA is telling Congress, the press,
and the public that Americas skies are
safe despite a new FAA report that air-
craft flew too close to each other fully
4,394 times last yearmore than dou-
bling the previous record from 2011.
We run the safest and most effi-
cient system in the world, and we
have the most highly skilled con-
trollers and technicians, said David
Grizzle, FAAs chief operating officer,
in a letter accompanying the report.
Grizzle suggested that the increase in
near misses may actually amount to
nothing more than an increase in the
reporting of incidents. Aircraft made
almost 133 million takeoffs and land-
ings last year, with rare mishaps.
Like some federal agencies but not
all, the FAA began furloughing work-
ers, including air traffic controllers, last
spring. The move brought a quick re-
sponse from Congress, with lawmak-
ers such as Rep. Bill Shuster (R-Pa.) ar-
guing the agency should find
cost-saving measures that do not in-
Sen. Claire McCaskill (D-Mo.)
Spain, whose government invested
in a new facility to build both the
NH90 and the Tiger, wants to reduce
its NH90 order to 38 aircraft from 45.
Its 2012 defense budget fell by 8%
over 2011. Spain had initially bought
87 Typhoons but announced in Au-
gust that it wanted to take delivery of
just 73 and find customers for the
other 14. It has 27 A400Ms on order
but is now looking to offload 13 of
these to other customers.
Elsewhere in Europe, the financial
crisis forced Portugal in 2012 to cancel
its order for all 10 NH90s it had on or-
der, while the Netherlands has cut its
original requirement for 85 Lockheed
F-35As to 37. Denmark has postponed
a decision on how to replace its F-16
fighter aircraft.
Is the era of defense cutting now
over in Europe? Probably not.
Philip Butterworth-Hayes
phayes@mistral.co.uk
Brighton, U.K.
ters and Eurocopter Tiger multirole at-
tack helicopters. Germany had initially
ordered 122 NH90 TTHs and 80 Tiger
UHTs in separate deals, but decided in
2011 to cut these orders to 82 NH90s
and 57 Tigers. The final shape of the
budget cuts will not be known until
the end of this year.
Other cuts
The Italian government announced in
July that it would cut its planned pur-
chase of Typhoons from 121 to 96,
saving $2.6 billion, and has cut the
number of F-35s it wants to buy from
131 to 90.
Events Calendar
NOV. 3-7
Twenty-second International Congress of Mechanical Engineering.
Ribeirao Preto, Brazil.
Contact: Joao Luiz F. Azevedo, joaoluiz.azevedo@gmail.com;
www.abcm.org.br/cobem2013
NOV. 5-7
2013 Aircraft Survivability Technical Forum. Monterey, California.
Contact: Laura Yuska, 703/247-2596; www.ndia.org/meetings/4940
NOV. 5-7
Eighth International Conference Supply on the Wings. Frankfurt, Germany.
Contact: R. Degenhardt, +49 531 295 3059; www.airtec.aero
What about private enterprise?
In Russian rocket engines forever?
(October Commentary), what is miss-
ing is reference to SpaceX and Blue
Origin, companies in the U.S. that are
developing rocket engines. It is quite
possible that private enterprise will
take over the technology developed
by governments and provide better
rocket engines in the future than any
government. James A. Martin
Huntington Beach, CA
james.a.martin@alum.mit.edu
Hot and cold on Weather or climate?
Dr. [Jerry] Grey (September Comment-
ary) has chosen to join the ranks of
climate change deniers; those who
dispute that anthropogenic climate
change is leading to dire effects on the
Earth. Dr. Grey takes the familiar tack
of the climate change deniers by
cherry picking the data and choosing
outliers, instead of looking for trends.
Shalom Fisher
Greenbelt, Md.
ssher2@gmu.edu
That is the most level-headed, concise
discussion of the topic that I have seen.
The topic needs discussion not hyper-
bole and salesmanship. Thank you for
broaching the issue. Steven Howe
Idaho Falls, Idaho
showe@csnr.usra.edu
Just a quick THANK YOU to Jerry
Grey and his Commentary. About time
we looked at this issue from a facts
standpoint, not politics. Jere Matty
Winchester, Tenn.
Matty64@comcast.net
Helium or hydrogen?
The LZ-130 [Zeppelin] was not de-
signed for helium, but was rather ex-
tensively renovated so as to still carry
about half its design load with prom-
ised American helium. (September
Out of the Past) R G Van Treuren
Edgewater, FL
rgvant@juno.com
Corrections: The illustration on page

34 of NEO Threats: Homeland security
for planet Earth (October) shows
Japans forthcoming Hayabusa-2
spacecraft preparing to take a sample
from an asteroid.
In the September Aircraft Update col-
umn, Sikorskys X2 demonstrator is
pictured in the photo on the upper
left side of page 20. Bell Helicopters
proposed V-280 Valor was not pic-
tured and is not based on X2 technol-
ogy, as was stated. The column also
incorrectly stated that Bell Helicopter
is not interested in the civil helicopter
market.
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: beni@aiaa.org.
The NH90 may be another program to face cuts
in orders.
(Continued from page 5)
IN THEORY AND IN CONCEPT, MODERN
militaries should be equipping them-
selves for rapid deployment as forces
shrink and contingencies multiply. Po-
litical leaders play up the virtues of
force mobility. However, the rhetoric
of strategy is not being matched by
the reality of the market, which re-
mains quite flat.
For example, in September, Boe-
ing delivered the USAFs last C-17, the
223rd to enter Air Force service.
Within a few days, the company also
announced that although it will still
deliver 22 more C-17s, the line will
shut in 2015. Meanwhile, in Europe,
another round of budget cuts is threat-
ening the viability of the A400M pro-
gram. Aside from the C-130J, the mar-
ket shows no signs of growth and too
many players.
The end of an era?
The C-17, once a near-dead program
that exemplified cost overruns and
bad contracting, turned into a remark-
able success story. Not only did costs
come down to a level that represents
good value even by civil aviation
standards, it also scored the first ex-
port sales of any Western strategic
transport.
As of September, Boeing had de-
livered 257 C-17s (223 to the USAF, 34
to international customers). Of the 22
remaining C-17s, seven will go to In-
dia (which has already taken three),
and two are for an unnamed cus-
tomer, probably Kuwait.
The remaining 13 are effec-
tively being built on spec. Boe-
ings second quarter 2013 earn-
ings report, filed with the
Securities and Exchange Com-
mission, indicated that $620
million is obligated in inventory
and potential termination liabil-
ities for these additional planes.
While this white tail build
strategy carries risk, India has
said it is interested in six more of the
planes, and South Koreas defense
budget calls for the purchase of four.
Assuming those contracts are signed,
the other three could go to one or
more existing customers (Australia,
Canada, NATO, Qatar, UAE, and the
U.K.).
However, the two biggest potential
new customers represent an upside
for the program, if they move ahead
with purchase plans in the next 12-24
months. The first is Saudi Arabia,
which almost certainly has a require-
ment for a plane in this class and has
a history of buying high-end defense
products. Indeed, the country is con-
spicuously absent from the C-17 order
book. It has been similarly absent
from that of the C-130J as well, but it
is now negotiating a contract for 20 C-
130Js, against a total requirement for
70-80. Clearly, the country is inter-
ested in bolstering its military lift capa-
bilities. Saudi Arabia alone would be
good for 10-20 C-17s.
The second large possibility is
Japan, which is developing its indige-
nous Kawasaki C-2, a twinjet transport
smaller than the C-17 but at least as
expensive. Progress on this program
has been uncertain, and if it fails to go
ahead (for technical or economic rea-
sons), Japan would likely buy around
15-20 C-17s as an alternative.
Beyond these, Boeing has offered
the Air Force a plan to buy 20 used
USAF C-17s if the service in turn buys
new ones. This would extend the line
Military transports: Back to neglect
to 2016 or 2017. However, it is not
clear that the service is interested, or
that it is feasible for the Air Force to
transfer cash generated from aircraft
sales to the procurement account in
order to buy new planes. A final com-
plication concerns the market; it is not
certain that any countries would be in-
terested in used C-17s.
In short, unless Saudi Arabia
comes through with an order in the
next year or so, the U.S. will find itself
in a few years with no strategic trans-
port production line, and an aging
fleet of 220 C-17s and 49 C-5Ms. There
is also no R&D money to create a new
strategic transport.
A400M:
A strange story turns stranger
Assuming the C-17 dies and the U.S.
fails to develop a follow-on in the
next 10-20 years, Europes A400M may
have a good shot at the export market.
Conceivably, there could even be U.S.
demand for the plane. But its short-
term prospects are rather difficult. Its
hopes for long-term survival, like
those of the C-17, are predicated on
the arrival of export orders that may
well fall through.
The A400M was created as a sin-
gle-phase fixed-price procurement
program. That is, the partner countries
placed a single contract covering de-
velopment of the plane and produc-
tion of 180 aircraft. When this contract
was renegotiated (after massive cost
overruns) in March 2010, the total to
be built was reduced to 170 for the
home market, plus another four for
Malaysia, the only firm export contract
received so far.
Over the past year, however, sev-
eral key partner countries have an-
nounced plans to reduce their com-
mitments. Germany now says it will
try to sell 13 of its 53 planes. Frances
latest defense white paper calls for
cutting its 50 planes to 35-40 in the
C-17
2014 budget. Spain plans on reducing
its 27-aircraft commitment to just 14
planes, with the remaining 13 to be
resold to export customers.
The program is technically back
on track. The first production A400M
made its first flight in March, with first
deliveries to France in August of this
year. But it is not entirely clear how
the economics will play out. Several of
the countries involved, most notably
France, seem unaware that under a
fixed-price contract they will pay a set
amount, regardless of whether or not
they cut back on numbers of planes
ordered. They will merely pay more
per unit received. If they try to pay a
smaller aggregate amount, Airbus may
threaten to cancel the deal, a move
they threatened just prior to the 2010
renegotiation.
In a further complication, the 2010
renegotiated agreement contained a
1.5-billion Export Levy Facility, es-
sentially a lump payment to Airbus to
be recouped by a tax on A400M ex-
ports. Basically, the two countries that
now want to sell a total of 26 planes
to export customers will be competing
with Airbus Military to sell A400Ms on
international markets. If these two
countries sell their planes, they are ef-
fectively depriving themselves of rev-
enue from the export levy.
Then there is the question of
whether the plane will be competitive
in export markets, an issue underlined
by a near-absence of sales despite a
decade of international campaigns
(Malaysias four-plane order is the
only success; a South African order
was canceled). The big question con-
cerns the aircrafts price, which may
well rise with home market procure-
ment cuts. And if that export levy is
applied over, say, 100 planes,
that is a 15-million tax on
each aircraft, not counting in-
flation and any interest
charged by the governments
behind the levy. The A400M
may be economically prob-
lematic for much of the inter-
national market.
In short, while the A400M
appears to have matured technologi-
cally, there are still major questions
about its commercial viability both at
home and in export markets.
The happier middle
The only true and enduring success
story in the military transport market is
Lockheed Martins C-130J Hercules.
The C-130, in fact, is the longest-run-
ning aircraft in production today.
Indeed, it might be the longest-run-
ning aircraft production program ever,
with the first planes delivered in the
mid-1950s.
The current incarnation, the J Se-
ries, started slowly and almost turned
into a disaster. Lockheed shot itself in
the foot by trying to pass on massive
cost overruns to customers. Just when
it started to recover, the Pentagon
made a somewhat incompetent effort
to kill the DOD acquisition program,
by canceling a multiyear procurement
contract (these are written in a way
that makes cancellation problematic).
After that failed, this became a firm
program again, although its salvation
did not rescue it from the one-per-
month doldrums. The years 2000-2007
saw just one export sale, a single
plane follow-on for Denmark.
But the past six years have been
a remarkable turnaround story. Sales
have included 17 for Canada and
four for Norway, followed by most of
the Middle East, including Israel,
Iraq, Oman, and Qatar. More are in
the pipeline, with India planning to
C-130J
A400M
(Continued on page 23)
Composite tanks promise
major savings
strator. The tank broke the very first
time it was subjected to external loads.
The failure was not very dramatic,
producing no flames, explosions, or
bursting. But the damage was real.
The X-33 program was cancelled and
NASAs rocket plans were thrown into
years of disarray. The agency had
been counting on the X-33 to pave the
way for a space shuttle replacement.
Fast forward 14 years, and NASA is
back in the composite tank business,
ground testing versions specifically
designed to avoid the X-33 pitfalls.
NASA aims to use the new tank for ex-
pendable rockets, including the forth-
coming Space Launch System to be
used for launching astronauts to Mars
or to asteroids. Boeing is making the
tanks under NASAs Game Changing
Technology Initiative, having beaten
Lockheed Martin (the X-33 contractor)
and Northrop Grumman for the $24-
million contract in 2011.
The work is starting to get interest-
ing, with a 2.4-m-diam. version pass-
ing pressure tests at Marshall, accord-
ing to a preliminary report, and a
5.5-m version now in development at
Boeings Tukwila, Washington, facility.
The bigger tank is supposed to prove
the feasibility of making an 8.4-m
composite tank for NASAs Space
Launch System.
Changing the game
Liquid hydrogen propellant is typically
stored inside cryogenic pressure ves-
sels that are nearly spherical. In whats
known as an integral tank design, the
pressure vessels are bonded to a sec-
tion of the launch vehicles outer
ROCKET ENGINEERS HAVE LONG BEEN
enthralled by the idea of storing liquid
hydrogen in cryogenic tanks made
from graphite composite. These would
weigh an estimated 40% less than the
cryogenic tanks used today, which are
made of aluminum or higher strength
aluminum lithium alloy. Automated
manufacturing also could make the
composite tanks 20% less expensive
than metal versions.
The shift to composite cryogenic
tanks has not happened yet, largely
because of a composite tank failure
that occurred at NASA Marshall over a
decade ago. Late in the afternoon of
November 3, 1999, a ragged crack of
broken graphite fibers appeared along
the circumference of a hydrogen tank
that was in testing for use on NASAs
X-33 reusable launch vehicle demon-
A robotic arm applies composite laminate to Boeings 2.4-m-diam. pressure vessel at Boeings Tukwila, Washington, facility. Credit: Boeing.
shella cylinder in the case of an ex-
pandable rocket.
NASA thinks one of the X-33s two
tanks broke because tiny amounts of
hydrogen gas seeped into the honey-
comb core of the tank wall. The wall
was a sandwich composite consisting
of a honeycomb core with facesheets
bonded on the outside and inside of
the core. Gas seeped in through mi-
croscopic cracks in the interior
facesheet and produced higher than
expected core pressures that caused
the core to debond from the outer
facesheet, according to the investiga-
tion report.
Boeing has come up with a tank
design that shifts to an entirely new
lamination technique for the pressure
vessel and does away with the honey-
combs in the core of the cylinder wall.
A 5.5-m tank assembly is sched-
uled to arrive at Marshall next April in-
side NASAs Super Guppy plane. Boe-
ing and NASA engineers say the tank
is big enough to test the design and
manufacturing processes for the larger
version that would be needed for the
Space Launch System.
The first thing the new tank team
did was to look closely at the history
of the X-33 program, including a May
2000 investigative report describing
the failure. The investigators cited not
only technical flaws but also poor
communications among engineers and
managers: A design of this complex-
ity requires high levels of communica-
tion, both internal and external to the
involved organizations; such commu-
nication did not occur in this case,
the investigators said.
The Boeing-NASA team appears to
have taken that criticism to heart.
NASA project manager John Vickers
says a very close working relation-
ship has been established among en-
gineers from Boeing and the Marshall,
Glenn, and Langley centers. Weve
got this small, passionate engineering
team of government engineers and in-
dustry engineers working, he says.
Job number one was to address
the permeation of hydrogen out of the
pressure vessel. Boeing came up with
a new lamination technique for the
vessel wall. An undisclosed number of
thin plies of graphite composite are
surrounded by standard thickness
plies. This hybrid laminate sounds like
a small change but is supposed to
have a big effect.
Weve incorporated thin compos-
ite plies into the laminate to not only
mitigate, but the hope is to eliminate,
permeability of the hydrogen from in-
side the tank, says Vickers. The thin
plies are the keys to eliminating the
permeability, and theyre really half
the thickness of a typical ply material,
he notes. Specifically, each layer is 2.5
mm wide, compared to the standard
5.5 mm.
What if the engineers are wrong
about the impermeability of the new
laminate? The Boeing-NASA team had
to be sure that the tanks cylindrical
outer wall would not soak up any hy-
drogen that might escape, so they
found a way to eliminate the honey-
combs in the core of the outer shell.
For the X-33, those honeycombs were
supposed to add strength when sand-
wiched between carbon-fiber face-
sheets, but they became the pro-
grams Achilles heel. In the new de-
sign, You dont get a trapped gas,
and its the trapped gas that con-
tributed to X-33 failure, says mechan-
ical engineer Dan Rivera, Boeings
project manager.
Instead of honeycombs, the core
of the outer shell will be formed from
hollow tubes called flutes. These run
along the axis of the cylinder from
end to end. If you do have any sort
of permeation from the tank wall, if it
gets into the core, those flutes can
very easily exhaust to the air, the am-
bient environment, Rivera explains.
Engineers know they must keep
the voids of any composite sandwich
empty and clean. Hydrogen from the
tank is one threat, but so is moisture.
It can freeze and expand, pulling the
tips of the honeycomb away from the
facesheet that forms the surface,
weakening the whole sandwich struc-
ture. The flutes give engineers a way
to address that problem too.
The hollow tube provides the
ability for us to very easily purge and
vent the core. That is very challenging
in a honeycomb structure. You have
to machine in vent paths and things
A robotic arm applies composite laminate to Boeings 5.5-m-diam. composite propellant vessel at
Boeings Tukwila, Washington, facility. The light at the tip of the arm provides heat to soften the
ribbon and make it adhere. Credit: Boeing.
version for the Space
Launch System.
Instead of laying the
ribbons by hand, Boe-
ing took a commercially
available, robotic manu-
facturing arm and de-
signed a fiber place-
ment head for it. The
head provides heat to
soften the ribbon and
make it adhere. Thats
necessary because Boe-
ing procures the rib-
bons as pre-preg, a
stiff material pre-im-
pregnated with epoxy.
The angle of that
spiral wrap is key to the
performance and
weight savings of the
tank, and so you can
only really do that with
this very sophisticated
robotic, fiber placement
capability, Vickers says.
It continually goes
around the tank in this
spiral pattern until it
completely covers the
tank, and then itll do
that for another layer.
Not everything is
left to the robots, though. Once the
vessel is done, the mandrel must be
removed a section at a time. For a big
vessel like the 5.5-m version, someone
actually climbs in the mandrel and
uses a crane and other lifting devices
to remove the mandrel a section at a
time. The mandrel is coated with a
chemical release agent before the rib-
bons are applied, so that that they
wont get stuck on it. Its much like a
wax, Vickers says.
First of a kind
Composite structures need to be
cured, and doing that for a large struc-
ture like the 5.5-m tank posed what
may be the biggest challenge for the
team. Composite aerospace structures
are typically cured in pressure cham-
bers called autoclaves. As far as the
Boeing-NASA team knows, there sim-
ply is no autoclave large enough to fit
an 8.4-m-wide cylinder and pressure
vessel. A structure that size will need
to be cured in a giant ovensome-
thing that does exist, because its eas-
ier to produce heat on that scale than
pressure.
The alternative would be you
would have to go design, build, and
purchase the worlds largest autoclave
to fit an 8.4-m tank, says Rivera.
The 5.5-m tank must prove the
feasibility of oven curing for such a
large structure. Its the first time ever
for a tank this large to be cured in an
oven as opposed to an autoclave,
Vickers says.
For the material, Boeing chose a
commercial resin dubbed 5320, plus
IM7 carbon fibers. The 5320-IM7 has
been developed for out of autoclave
operations, Rivera explains.
NASA and Boeing conducted nu-
merous tests to qualify the material for
use in the 5.5-m tank. The real proof
will come when the tank arrives at
Marshall for installation on the test
stand that the agency has begun set-
ting up to accommodate it. The tank
will be filled with liquid hydrogen and
hooked up to a tank farm that adds
pressure by pumping more liquid hy-
drogen into it. Those tests will simu-
late the pressures and structural loads
the tank would experience inside a
launch vehicle.
These tests will be tougher than
those performed on the 2.4-m tank:
We did not test the 2.4-m with those
structural loads, Vickers cautions.
The 5.5-m is really the biggest mile-
stone we have for the project.
Space applications might not be all
thats at stake in the composite tank
program. If a giant, composite tank
can be cured without an autoclave,
engineers might be able to do the
same with windmill parts or fuel stor-
age tanks.
Composites really are the materi-
als of the future, and if we can build
these structures outside the autoclave,
that opens it up to many, many more
companies that otherwise could not
produce the parts, because auto-
claves are very large capital invest-
ments, Vickers says.
Ben Iannotta
beni@aiaa.org
like that, Rivera says. Our core natu-
rally provides those vent paths, so we
can keep the air in those flutes very
dry, he says.
An inert gas is run through the
core, he explains.
Cue the robots
NASA and Boeing know that a
stronger, lighter tank wont be a game
changer if no one can afford it. Con-
sider the pressure vessel. It requires
wrapping ribbons of composite fiber
material around a mandrel made from
epoxy cured into the shape of the ves-
sel. Doing the wrapping by hand
would be time consuming and expen-
sive, if it were possible at all. Engi-
neers have chosen an intricate spiral
application to maximize the strength
of the vessel and minimize its weight.
The job will be especially difficult for
the 5.5-m pressure vessel or the 8.4-m
Boeing's 2.4-m-diam. pressure vessel is bonded inside a composite
cylinder that would form a segment of an expendable rocket.
The tank assembly is pictured in a clean room in Marshalls
advanced manufacturing facility. Credit: NASA.
Save the Date
30 April 2014
Ronald Reagan Building and
International Trade Center
Washington, D.C.
For more information about the Gala,
visit www.aiaa.org/gala2014

The
2014
Aerospace
Spotlight
Awards
Gala
Te AIAA Foundation Board of Trustees invites you to
nominate your colleagues, teams, programs, or organization
for the highest award presented by the AIAA Foundation
to recognize excellence within the aerospace community.
Te 2014 award will be presented during the AIAA
Aerospace Spotlight Awards Gala.
Call for Nominations

Nominees whose current noteworthy accomplishment, unique accomplishments
for the duration of a program, or extraordinary lifetime contributions represent
excellence within the aerospace community and generate inspiration for
the global community are eligible. The recipient must be able to attend the
Aerospace Spotlight Awards Gala to accept the award.
Two easy steps to nominate!
1. Prepare a one-page narrative describing the accomplishment and why
the nominee deserves the award.
2. Email the narrative in pdf format, nominator name/contact information,
and nominee name/contact information to bills@aiaa.org.
Nomination Deadline: 1 December 2013
Te AIAA Foundation
Award
For
Excellence
13-83-f
Strong ARM for seizing a space rock
Mars is too far, too expensive. The
Moon was ruled out as a destination
when the White House canceled Con-
stellation in 2010. Now, with NASA di-
rected toward the asteroids, its deep
space plans are being squeezed both
by House antipathy to administration
proposals and the latters failure to de-
liver promised budget support.
The SLS and Orion vehicles are
NASAs only option for travel beyond
LEO, but if the White House accepts a
budget hovering near $16 billion for
its remaining three years, both booster
and spacecraft may go on the chop-
ping block. The situation is eerily sim-
ilar to that described by the Augustine
Committee in 2009, when Constella-
tions lunar goal was dismissed as un-
affordable. Now the presidents own
2025 asteroid goal seems to be out-
stripping the resources available. De-
lays to 2030 or beyond seem likely.
What, then, could NASA do for the
next 17 years? Circumlunar and La-
grange point missions would exercise
Orion and SLS but deliver little in the
way of scientific or commercial payoff.
Spending 17 years getting ready to go
someplace meaningful is a sure way to
ensure one will go nowhere at all. A
cash-strapped Congress or a president
beset by more pressing priorities
could cancel SLS and Orion altogether.
Even a looming Chinese lunar landing
may not be enough to revive NASAs
fortunes. When in the late 2020s the
ISS is retired, U.S. human spaceflight
could well be decommissioned, too.
Something dierent
Confronting those barren prospects,
NASA proposed in April the asteroid
initiative, a broad effort pairing in-
creased planetary defense activity with
the ambitious ARM. In the latter mis-
sion, a robot spacecraft boosted by a
single Atlas V launch would spiral out-
ward under solar electric propulsion
(SEP) from LEO, heading for a small
NASA bars any spending on an aster-
oid capture mission. Back in July the
chairman of the House Committee on
Science, Space and Technology, Rep.
Lamar Smith (R-Texas), argued that an
asteroid mission would do little to ad-
vance science or planetary defense,
and that it would not develop a lander,
habitat, or other technologies neces-
sary for long-duration missions into
deep space. Committee members
much preferred that NASA focus again
on returning humans to the Moon. The
best the Senate could manage was a
legislative no comment.
Because the continuing resolution
expected to fund NASA through FY14
will likely say nothing about the ARM,
NASA will keep studying the concept
internally while readying it for next
years budget proposal. The agency
will further develop the missions tech-
nical approach and try to prepare a
compelling, attractive sales pitch to
Congress. At stake are U.S. prospects
for getting astronauts into deep space
in the coming decade, or for decades
to come.
BILL GERSTENMAIER, THE TOP MAN-
ager of NASAs Human Exploration
and Operations Mission Directorate, is
a master of the concise, technical lan-
guage of engineering. Yet at AIAAs
Space 2013 conference in September,
the veteran space operator roused his
audience with an uncharacteristic pep
talk: Turn off your logical side and
turn on your touchy-feely side, the
one you almost never use, he said.
Then jump up and down and do
some break-dancing. Were going to
grab a space rock and were going to
move it!
Steve Stich, deputy director of en-
gineering at NASA Johnson, was simi-
larly fired up at breaking new explora-
tion ground with the Asteroid Redirect
Mission (ARM): This is a bold mis-
sion, he said. We are talking about
sending two crew farther than weve
ever been in space.
Capturing Congress
The ARM, first announced in April, is
perhaps too bold for Congress. The
Houses proposed FY14 budget for
The ARM capture mechanism must cope with target asteroids of up to 1,000 tons, spinning at up to twice
a minute, with a long dimension of up to 14 m. Even small asteroids might retain a signicant dust
layer, or consist of a rubble pile of small fragments held together only by molecular Van der Waals forces.
Credit: NASA.
near-Earth asteroid (NEA) in an Earth-
like orbit around the Sun.
After matching orbits and spin
rates, the asteroid redirect vehicle, or
ARV, would position the open mouth
of a fabric capture bag over an aster-
oid measuring 7 or 8 m across with a
mass of up to 1,000 tons. Securing the
asteroid, the ARV would despin its
prize and begin thrusting toward the
Earth-Moon system.
The 40-kW, xenon-fueled SEP sys-
tem would nudge the asteroids orbit
just enough so that lunar gravity
would capture the object into a dis-
tant, retrograde orbit of the Moon.
There, Orion astronauts on a 3- to 4-
week mission would dock with the ro-
botic craft, gather an array of asteroid
samples totaling a few tens of kilo-
grams, and return them to Earth for
analysis. The robotic vehicle would
then maintain the asteroids orbit and
attitude for future astronaut follow-up
or robotic exploitation by international
and commercial partners.
The optimum target asteroid for
capture is a low-albedo (dark) object
with a C-type spectral classification,
analogous to carbonaceous chondrite
meteorites. These meteorites are black,
low-density, organic-rich rocks little
altered since their formation nearly 4.6
billion years ago. Some carbonaceous
chondrites, like the Tagish Lake mete-
orite recovered after it fell in Canada
in 2000, are as fragile as a charcoal bri-
quette and contain as much as 20%
water. Because of their fragility and
susceptibility to rapid weathering, most
of these asteroids break up on atmo-
spheric entry, and few fragments sur-
vive on the surface long enough to be
collected.
Water-rich, C-type asteroids are at-
tractive targets, but they are difficult to
find and characterize. Their low reflec-
tivity means a 10-m asteroid is visible
for only a few days near its Earth ap-
proach. After a detection, astronomers
must quickly nail down the objects
orbit through multiple observations,
juggling precious telescope time to get
the infrared spectra needed to confirm
its composition. If the object is within
range, radar from Arecibo or Gold-
stone can confirm its orbit, shape, and
spin. Within two or three days of dis-
covery, the potential target vanishes,
unseen until its orbit carries it close to
Earth again, as many as 10 years later.
To enable ARM launch opportuni-
ties before 2020, NASAs first priority
should be detection and characteriza-
tion. In September, JPL asteroid dy-
namicist Paul Chodas said that three of
14 catalogued small asteroids had or-
bits favorable for robotic retrieval (re-
quiring less than 2.5 km/sec of delta-
V from the SEP system). With
NASA-funded upgrades, ground-based
observing programs could sift another
five targets annually from the roughly
10,000 potential ARM candidates.
The best candidates will have C-
type composition, a spin rate of less
than 2 rpm, a mass under 1,000 tons,
and a diameter smaller than 14 m in
the long dimension. The search will be
tedious and hard, but ground-based
telescope time is relatively cheap. If
NASA gets its $20 million in aug-
mented search funding, it should dis-
cover 15-20 asteroid targets by 2018.
Brand new bag
Recent NASA studies show that several
candidate capture mechanisms can
cope with the challenges of corralling
a small NEA. JPL has proposed a fabric
bag held open by inflatable struts.
With spin rates matched and the bag
flown slowly over the asteroid, a clus-
ter of Mars rover-style airbags would
inflate, stabilizing and gripping the as-
teroid inside. By triggering the inflation
precisely, the craft can remove any mi-
nor axis rotations (tumbling). Retract-
ing cables then close the bag around
the asteroid, nestling it against the ve-
hicle. Reaction control jets can then
despin the spacecraft/asteroid stack.
An alternative capture design envi-
sions a spidery set of lightweight arms
holding open a wide-mouthed mem-
brane; the arms fold inward to grasp
the asteroid. Other despinning tech-
niques under investigation include us-
ing the spacecrafts ion thruster plume
to slow the asteroids rotation, or lin-
The ARM mission would end with two Orion astronauts exploring the captured asteroid on several EVAs
over the course of a week. The crew would conduct extensive sampling and emplace long-lived science
and resource prospecting instruments. Credit: NASA.
The rst Orion crew visit to the asteroid would
be followed by robotic prospecting or science
craft from commercial or international partners.
Subsequent crew visits might follow if resource
extraction techniques can benet from astronaut
assistance. Credit: NASA.
rial nearly unchanged since the forma-
tion of the solar system, including in-
terstellar dust granules that predate
the solar nebula. Using handheld cor-
ing instruments, the crew will pene-
trate a few tens of centimeters into the
asteroid and retrieve pristine samples
of its interior.
By emplacing long-lived science
instruments on the NEA, the crew will
gather important planetary defense in-
formation, too. Asteroids this small are
not a threat to Earth, but do represent
the building blocks of larger, hazard-
ous rubble-pile asteroids. We should
be able to sound the asteroids interior
structure, measure its thermal profile
with depth, examine its optical prop-
erties to refine remote sensing meth-
ods, and assess the objects cohesion,
porosity, and mechanical strength.
The missions greatest potential is
opening a new era of space explo-
ration: using space-generated raw ma-
terials to supplant expensive propel-
lants and consumables hauled from
Earth. Investigators should feed some
of the returned samples into proces-
sors at the ISS, working out practical
methods to extract water, volatile ele-
ments, and valuable metals in a free-
fall environment. NASA should also
assess using the bulk mass of the as-
teroid as ready-made shielding against
Without an improved budget picture,
the ARM is the only way U.S. astro-
nauts can reach an asteroid surface by
the mid-2020s. However, the mission
is not just about meeting some techni-
cal or political deadline. An asteroid
encounter in lunar orbit would have
real importance for conducting future
expeditions to distant asteroids, the
Moons surface, and the Mars system.
In the near term, the ARM would
put U.S. explorers beyond the Moon
about 10 years from now, with astro-
nauts traveling well beyond Earths
protective magnetosphere, surpassing
all Apollo benchmarks. The mission
would be an affordable way to wring
the kinks out of SLS and Orion sys-
tems, building deep-space operations
experience for ground teams and as-
tronaut field explorers.
The mission will not have a revo-
lutionary impact on planetary sci-
encea pair of asteroid sampling mis-
sions, Hayabusa 2 and OSIRIS-REx,
may have succeeded in returning a
few grams each from C-type NEAs by
the early 2020s. But it will enable
trained scientist-astronauts to return
tens of kilograms of samples from an
intriguing, previously unexplored class
of small asteroids.
They are made of exotic stuff. Car-
bonaceous chondrites preserve mate-
ing the capture bag with flexible bris-
tles that apply passive retarding force
across the asteroids surface.
NASA is confident that ground-
based simulations and mechanical
testing can yield a capable, robust
capture design, able to handle asteroid
masses of up to 1,000 tons. More con-
cepts could emerge at NASAs Asteroid
Initiative Idea Synthesis Workshop,
which was delayed by the partial gov-
ernment shutdown.
With the asteroid nestled safely in
the capture enclosure, the redirect ve-
hicle would begin the multiyear
process of nudging the orbit toward a
close encounter with the Moon. Once
the asteroid is captured by lunar grav-
ity, several months of SEP thrusting
should suffice to park it in a very sta-
ble, distant retrograde orbit around the
Moon. There is no chance of Earth im-
pact from there, even without an ac-
tive shepherding spacecraft: It would
take more than a century for the aster-
oid to slam harmlessly into the lunar
surface. Earths atmosphere provides
another layer of safety, as asteroids
smaller than about 30 m in diameter
break up and incinerate upon entry.
The capture in context
The deep-space experience and hard-
ware needed for visiting a large NEA
on a voyage of six months or more, as
the president envisioned in 2010, are
unlikely to be available before 2030.
A solar-electric propulsion
thruster in development at
JPL uses xenon ions as the
reaction mass. This image was
taken through a porthole in
a JPL vacuum chamber where
the ion engine is being tested.
An earlier version of this
engine has been ying on
NASAs Dawn mission, now
headed for Asteroid 1 Ceres.
The xenon plume from such
thrusters might be used to
retard the spin of a target
asteroid before it is seized
by the capture vehicle.
Credit: NASA/JPL-Caltech.
This fragment of the Tagish Lake meteorite,
recovered after its fall in Canada in 2000,
contains a variety of exotic amino acids
whose formation was inuenced by water
percolating in the parent asteroid.
Credit: Michael Holly, Creative Services,
University of Alberta.
solar storms and galactic cosmic rays.
In the decade following an initial
astronaut visit, NASA should partner
with other space agencies and com-
mercial firms in using the captured
NEA as a testbed for mining and ex-
traction technologies. By putting 500
tons of water-rich rock just outside the
gravity wells of the Earth and Moon,
the ARM may represent the first step
on a long road to in-space propellant
production, eliminating the need to
ship cryogenic propellants from Earth.
Many advances must follow up the
initial ARM: gathering asteroidal rocks,
gravel, and dust in free fall; preparing
them for processing; extracting water
and separating it from organic material
and other noxious volatiles; and fi-
nally, storing hydrogen and oxygen in
a conveniently located free-fall facility.
NASA, though, can take that most im-
portant first stepmaking raw space
stuff available to inventive users.
Commercial innovators may then find
ways to use in-space propellants, flu-
ids, and industrial materials to address
the logistical demands of industry and
exploration.
The goal of the Asteroid Redirect
Mission is not just putting a couple of
astronauts in physical contact with a
thousand-ton asteroid. It is instead to
be the first in a series of incremental
human spaceflight milestones aimed
at reaching the Moon, more distant as-
teroids, and Mars. As budgets and ex-
perience permit, the ARM could be
followed by visits to the Sun-Earth La-
grange points, then multimonth aster-
oid expeditions, or sorties down to the
lunar surface. These options will de-
pend upon the readiness of heavy-lift
launch, reliable life support, and deep-
space-qualified habitats.
The ARM provides a near-term as-
tronaut target in deep space, beyond
the Moon, within the coming decade.
Even its critics recognize that under
current policy and budgets, NASA
lacks practical, affordable alternatives.
This nontraditional yet promising mis-
sion may recapture for NASA and the
nation some of the excitement missing
in our recent space efforts.
ARM will be tough to sell, tougher
to execute. NASA must answer crucial
questions like those raised in July by
veteran JPL engineer Gentry Lee: Can
we make it work? Can we make it use-
ful? If so, NASA will advance our sci-
entific knowledge of asteroids, im-
prove our planetary defense skills,
and unlock a promising combination
of human exploration, commercial in-
novation, and unlimited resources
from space. Thomas D. Jones
Skywalking1@gmail.com
www.AstronautTomJones.com
NASA GLENNS SUCCESSFUL HOT-FIRE
testing of an injector assembly de-
signed and made by Aerojet Rocket-
dyne may well prove to be a signifi-
cant milestone in the development of
rocket engine manufacturing. In creat-
ing the assembly, the company had
used an innovative 3D additive manu-
facturing technique.
The test demonstrated that one of
the most critical and expensive com-
ponents of a rocket engine could be
built to the required standard much
more quickly, simply, and cheaply
with the additive manufacturing tech-
nique than with traditional methods.
By using selective laser melting
and 3D fusing of a metallic-powder
bed (in an inert gas environment to
minimize the potential for oxidation of
the powder), Aerojet Rocketdyne was
able to manufacture two separate sub-
assemblies. When joined, these struc-
tures created the entire center-core
section of a full-scale injector that
would represent a liquid oxygen-hy-
drogen RL10 engine.
Reducing complexity
With most conventional manufactur-
ing techniques, the company would
have to make more than 100 parts and
then turn them into a finished injector
using a combination of forging, plat-
ing, brazing, welding, and five-axis
milling. Hundreds of holes and ports
would have to be machined into the
injector assembly to ensure that it
would function as designed.
Tyler Hickman, NASA Glenns hot-
fire task lead for the Manufacturing In-
novation Project (MIP), says a variety
of complicated flow passages inside
the RL10 injector make it difficult to
machine conventionally.
In a sizable rocket engine, the in-
jector assembly usually is among the
most expensive components, because
its manufacture is extremely time- and
labor-intensive. However, 3D additive
manufacturing took no more than six
days each for the test injectors two
parts, says Jeff Haynes, Aerojet Rock-
etdynes additive manufacturing pro-
gram manager. The company paid for
the manufacturing project entirely
with internal funding.
Although each part required some
postprocessing and heat treatment
(both parts were treated at the same
time), the finished injector core was
available no more than eight weeks
after manufacture began. Fabricating
the injector core conventionally would
have taken a year or more, says
Haynes. For some parts of the injector,
such as closed-die forgings, it would
normally take six months of manufac-
turing lead time before they could be
incorporated into a subassembly.
We struggle to quantify the sup-
port cost of labor and all the other
factors implicit in a six-month lead
time, says Haynes. But if we can print
a part in six days, we dont have that
support cost.
That is one reason why Aerojet
Rocketdyne selected the RL10 injector
for its first major experiment, aimed at
determining if additive manufacturing
could cut the time and cost involved
in rocket engine production.
In service for more than 50 years,
the RL10 is one of the most widely
used upper-stage engines in the his-
tory of space propulsion. It has helped
place many military, government, and
commercial satellites into orbit, and
has powered space probe missions to
nearly every planet in the solar sys-
tem. RL10 missions included Juno to
explore Jupiter; New Horizons, now
en route to Pluto and the Kuiper Belt;
the Solar Dynamic Observatory; Radia-
tion Belt storm probes; and the Lunar
Reconnaissance Orbiter.
More than 435 RL10 engines have
flown in space. Today the engine con-
tinues as a reliable workhorse in the
form of the RL10A-4-2, delivering
22,300 lb of thrust to power the upper
stage of the Atlas V rocket; and the
RL10B-2, with 24,750 lb of thrust pow-
ering the upper stage of the Delta IV.
The company sees the RL10 as a
good pull for this [additive manufac-
turing] technology and probably one
of the lead programs to pull it in. If
the experimental RL10-equivalent in-
jector cores success is replicated in
similar cost savings in future tests,
then Aerojet could eventually use ad-
ditive manufacturing routinely to fab-
ricate complex RL10 assemblies.
The RL10-like injector center core
tested by NASA used full-scale RL10
features as a baseline, says Haynes.
The new meaning of additive value
Green Engineering
Task lead Tyler Hickman, in red shirt, and
technicians inspect the additively manufactured
rocket injector assembly as it is installed in the
Rocket Combustion Laboratory at NASA Glenn.
Courtesy NASA.
However, the 3D manufacturing ma-
chine for which Aerojet Rocketdyne
designed the part could produce parts
measuring up to just 10 in. in any di-
mension. Since the production RL10
injector is 12 in. in maximum dimen-
sion, we truncated the design of the
3D part so it could be contained
within a 10-in. cube, he says. How-
ever, its design faithfully replicated the
LO
x
post features of the RL10 injector.
In an RL10 engine, notes Haynes,
there is a very complex series of parts
that bring the fluids together effi-
ciently. If the injector is not manufac-
tured or assembled to the sufficient
standard, mixing of the fluids can cre-
ate very bad instability when they
are ignited in the combustor. The size,
shape, and density of the spray cone
of LO
x
released into the combustor
are particularly important.
Testing at Glenn
Before the full injector center-core as-
sembly was sent to Glenn for testing
(which NASA paid for under a nonre-
imbursable Space Act agreement as
part of its MIP), the AFRL at Edwards
AFB provided Aerojet Rocketdyne
with pretest data on the LO
x
-spray
pattern of the test RL10 injector. AFRL
tested the LO
x
injector from the addi-
tively manufactured injector core in its
high-pressure cold flow test facility,
which is able to generate much higher
fluid flow pressures than the com-
panys own facilities, according to
Haynes.
Reviewing the AFRL data gave the
company a lot of confidence that the
LO
x
spray from the specially made in-
jector would be within the variability
needed to perform like a production
RL10 in NASA Glenns hot-fire testing,
according to Haynes.
AFRLs offer to participate pro-
vided an excellent opportunity for
Aerojet Rocketdyne and NASA to ex-
tend the government-industry partner-
ship and the cost-sharing collaboration
associated with the tests. Carol Tol-
bert, project manager for the MIP at
Glenn, says AFRL funded the cold
flow pretesting of the LO
x
injector,
maximizing the benefit of the funds
that Aerojet Rocketdyne and NASA
had made available for their parts of
the effort. (NASA Langley and NASA
Marshall are also involved in the MIP,
each with its own research projects.)
Hickman coordinated the test ac-
tivities at Glenn and led the design
team that produced the supporting
hardware for the injector test. He says
Glenn first performed a series of cold-
flow tests using nonreacting fluids to
characterize the pressure drop in the
system, refine the abort limits, and
perfect the valve timing for the first ig-
nition attempt.
Valuable data
Although the injector Glenn tested
was not quite a full-size RL10 injector,
Hickman says the hot-fire test data
NASA obtained was significant. The
exercise demonstrated that the addi-
A liquid oxygen/gaseous hydrogen rocket injector assembly built by Aerojet Rocketdyne using additive manufacturing technology is hot-re tested at NASA Glenns
Rocket Combustion Laboratory in Cleveland, Ohio. Courtesy NASA.
tively manufactured assem-
bly was able to withstand
intense cold (in the form
of LO
x
); intense heat from
combustion in the cham-
ber, just downstream of the
injector; and high pres-
sures, since the pressure of
the thrust chamber was
significantly higher than
the pressure of the exter-
nal environment.
The test data will help
NASA and Aerojet Rocket-
dyne to scale additive
manufacturing and testing
of components to a larger
engine. Indeed, both
groups are already looking
ahead to more tests. The
RL10 injector-core test was
the first of many hot-fire
tests NASA is planning
for infusing this technol-
ogy, says Hickman.
The organizations con-
tinue to look at other engine parts that
might benefit from additive manufac-
turing. It may not be the whole en-
gine, but it could be some of the most
expensive parts, says Tolbert.
Other possibilities
NASA and Aerojet Rocketdyne have
already tested two components of the
J-2X engine for the Earth departure
stage of NASAs planned Space
Launch System: a workhorse gas gen-
erator duct in a rig test, and a fuel
maintenance port cover in a full en-
gine test. Neither has the complexity
of an injector, but both tests provided
exposure to combustion environ-
ments. Tolbert says NASA is also look-
ing at howin the longer termastro-
nauts might additively manufacture
components and equipment in space,
or on the surface of Mars.
Haynes notes powder-bed melting
would not be a suitable additive man-
ufacturing technique for space, be-
cause zero g would wreak havoc on
the powder. Laser melting of metal
powder beds may also be a challeng-
ing technique for very large engine
parts: A machine capable of making a
part eight times the volume of a 10-in.
cube would have to manipulate more
ponent the size of a 15-in. cube, this
could potentially support [production
of] an entire injector.
Future outlook
Haynes and Hickman believe that rou-
tine production of small, simple rocket
engine parts such as brackets and fit-
tings might be only a couple of years
away. Hickman estimates that the hot-
fire test of the RL10 injector assembly
took the technology readiness level
(TRL) of additive manufacturing for
rocket engine parts from TRL3 to TRL4
or even TRL5 (TRL6 represents a
wholly production-ready technology).
However, routine use of this tech-
nology for production of complex
rocket engine assemblies is still four or
five years away, in their opinion. The
reason is that although an additively
manufactured part may appear to be
exactly the same as an identical-look-
ing part made using traditional meth-
ods, it is not the same.
Were treating [additive manufac-
turing] as a new product, Haynes says.
Were having to define that and get
the data we need to show adequate
manufacturing repeatability, to define
and maintain the range of acceptable
variability among parts, and to dis-
cover the limits of the process.
Theoretically, a component manu-
factured additively using powder-
metal melting and deposition should
demonstrate more repeatability and
less variability in its properties than a
part made by working sheet metal.
First, however, manufacturers such as
Aerojet Rocketdyne must do a lot of
design, manufacturing, and testing
work to demonstrate that this is in-
deed the case. This requires develop-
ment of new design data that takes the
new manufacturing method into ac-
count. That in turn means creating a
new design and product definition
process.
We spent over a year building and
developing design data, Haynes says.
To print out highly valuable equip-
ment such as rocket engines, it is key
to have specific design data for it in or-
der to have your customers recognize
it as production-ready technology.
Chris Kjelgaard
cjkjelgaard@yahoo.com
than a ton of metal powder, a very dif-
ficult task. This machine exists today,
but it is still being evaluated for the
larger scale capability.
Other additive manufacturing tech-
niques might be able to take up the
slack. For instance, electron beam
freeform fabrication (EBF3) uses a
wire feed rather than powder. A po-
tential disadvantage is that to be effec-
tive, the electron beams that melt the
metal need a vacuum in order to op-
erate. For in-space applications, how-
ever, EBF3 is ideal.
Additive manufacturing potentially
could be used to print an entire in-
space thruster that is small, pressure-
fed, and has no turbomachinery, ac-
cording to Haynes. He says that the
approach would be particularly suit-
able for rocket engine parts that re-
quire no postprocessing.
Haynes says such techniques
would not be applicable to building
an entire large engine like the space
shuttle main engine, which would be
too big and complex. They could,
however, be used to manufacture
complex subassemblies quickly and
cheaply. Now that a powder-bed addi-
tive manufacturing machine is avail-
able that can 3D manufacture a com-
Green Engineering
A production RL10 engine awaits testing.
Courtesy: Aerojet Rocketdyne.
program win. Originally, this called for
145 planes, but that number was later
reduced to 38. However, the FY13
budget killed the entire program. A to-
tal of 21 planes were ordered, with 13
delivered. The eight remaining orders
have been canceled, and the 13 deliv-
ered planes will be sold. In the mean-
time, Alenia has only one outstanding
order, 10 planes for Australia. These
will be delivered in 2015.
Clearly, the low end of the mili-
tary lift market is good for only about
15-25 planes a year at best. Mindful of
this, the latest market entrant, Em-
braer, has decided to aim at a slightly
higher segment, closer to the C-130J.
The companys KC-390, a twin turbo-
fan transport design that can also
serve as a tanker, complicates life for
both Lockheed Martin and the two
bottom segment players. Embraer has
proposed selling it for about $50 mil-
lion, which makes it a rather good
value given its expected range and
payload.
Whether Embraer can deliver at
that price remains an open question,
but the company has scored letters of
interest from industrial partner coun-
tries (Chile, the Czech Republic, Portu-
gal, and others), and from France (as
an offset, if Brazil buys the Rafale
fighter). The first KC-390 prototype
will be delivered in late 2014, fol-
lowed by a first flight. The airplane is
scheduled to enter service in Brazils
air force in 2016.
Whether the KC-390 succeeds as a
new entrant or not, its potential is lim-
ited by the market itself. The total
market for all military airlifters over
the past 10 years was $54.8 billion.
The markets recent history shows
scant evidence of growth, and we
project deliveries to stay at about the
same level.
In all, this market is best viewed as
a zero-sum game. The A400M will
merely take up the dying C-17s mar-
ket position. The bottom half contin-
ues to suffer from overcapacity. And
militaries will continue to be hobbled
by relatively inadequate air mobility.
Richard Aboulaa
Teal Group
raboulaa@tealgroup.com
heed Martin executives stated that
they were working toward a five-year
(FY14-FY18) deal that would cover 79
C-130Js for the Pentagon in a new
multiyear procurement contract.
Overcapacity at the low end
Unfortunately, compared with the
C-130Js prospects, a look at the bottom
segment of the market shows much less
success. For the past 10 years or so,
Alenia Finmeccanicas C-27J has gone
head-to-head with Airbus Militarys C-
235/-295 series. While the Airbus prod-
uct has had its ups and downs, it has
seen about 120 sales. By contrast, the
C-27J has seen just half as many.
Alenias big break came with the
Army/Air Force Joint Cargo Aircraft
buy another six,
and the UAE still
negotiating for up
to 12. Israel is also
placing a follow-on.
Best of all are the
likely orders from
Saudi Arabia, as
mentioned above.
Outside the Middle
East, South Koreas
recent buy also will lead to higher
numbers.
Better still, the Pentagon suddenly
realized it has an aging C-130 problem,
with no possible replacement and with
uncertain upgrade plans. The HC/MC-
130 recapitalization effort put some se-
rious numbers behind a revitalized
procurement program. Another 16
planes were added via the AC-130 re-
capitalization. The Marine Corps con-
tinues to buy KC-130J tankers as well.
It is likely that the C-130 can count
on home market orders for at least 12-
16 planes per year, more than enough
to guarantee the production line and
keep unit costs reasonable while the
company continues selling copies
abroad. In fact, in September Lock-
$8
7
6
5
4
3
2
1
0
'22 '21 '20 '19 '18 '17 '16 '15 '14 '13 '12 '11 '10 '09 '08 '07 '06 '05 '04 '03
MILITARY TRANSPORT DELIVERIES BY VALUE
(Value in 2013 $billions)
OTHER KC-390 A400M C-130J C-17
C-27J
(Continued from page 11)
ago by NASAs Mars Exploration Rover pro-
gram. Its remarkable that from a robotic
rover design standpoint China wants to du-
plicate, with a lookalike on the Moon, what
Spirit and Opportunity did on Mars, notes
historian and author Andrew Chaikin.
Designated Change 3, the missions po-
tential science return is already being ques-
tioned, at least outside of China. Except for
a ground-penetrating radar on the rover,
none of many science instruments on the
lander/rover are expected to discover much
new on the Moon, says a U.S. lunar scientist
who worked on Apollo and other lunar pro-
grams but is not authorized to speak on the
record about the Chinese space program.
The Chinese are carrying instruments
that are a lot like instruments flown on the
Soviet Luna and the U.S. Surveyor lander
by Craig Covault
Contributing writer
24 AEROSPACE AMERICA/NOVEMBER 2013 Copyright 2013 by the American Institute of Aeronautics and Astronautics
A
stronauts Buzz Aldrin of Apollo
11 and Eugene Cernan of Apollo
17 tell Aerospace America that en-
gineering details emerging from
Chinas first robotic Moon lander suggest it is
a formal precursor to a manned lunar mod-
ule that would carry Chinese astronauts to
the surface of the Moon around 2030. In
their view, the time may be right for NASA
to begin direct cooperation with China on
the return of humansboth Chinese and
Americanto the Moon as a prelude to inter-
national manned missions to Mars.
The 308-lb Chinese rover, seen in im-
ages circulated online, appears to be in-
spired by U.S. work on another celestial
body: Mars. The rover sitting atop the lan-
der has major components that look identi-
cal to those developed and flown a decade
Chinas
bold lunar plan
program, he says. I do not think they are
going to find anything beyond what both
U.S. and Soviet scientists already knew 45
years ago, even before Apollo 11.
Succeed or fail, the Chinese Communist
party appears determined to reap the same
kind of public adulation that accompanied
the NASA Spirit and Opportunity rovers that
landed on Mars in 2004. The government has
begun a public contest to name the rover just
as NASA did for all four U.S. Mars rovers
launched since 1997. And the Chinese gov-
ernment has begun speaking in lofty terms
about the project. Zhao Xiaojin, director of
aerospace for the China Aerospace Science
and Technology Corp., describes the rover as
a high altitude patrolman carrying the
dreams of Asia.
The lander/rover combination is sched-
Information from previously
secret photos and documents
reveals intriguing details
about Change 3, the new
Chinese robotic lunar lander.
Experts in China and the U.S.
say the craft is a precursor to
a scaled-up vehicle designed
to carry human crews to the
Moon. Other countries will be
joining what has turned into
a surge in lunar space plans.
But if nothing changes, the
U.S. will be contributing very
little; a fact that two luminaries
of the American lunar program
suggest NASA should change.
tremely difficult mission that carries great
risk, Ma said in Beijing.
The Chinese robotic lander is much
larger than what is needed for the small
rover being carried, notes Cernan, who
commanded the Apollo 17 lunar module in
December 1972 and was the final Apollo
astronaut to leave footprints on the Moon.
It is obvious this thing is a genuine precur-
sor to a Chinese manned version with a
scaled-up descent stage, he says.
The Chinese robotic flights are part of
a multinational lunar mission surge with as
many as a dozen robotic Moon missions,
mostly landers, planned for launch by
China, Russia, and India by 2020.
JOINING THE SURGE?
There may be a couple of fragile U.S. com-
mercial landers in the mix as well. But
while the Chinese and Russians are carrying
out landings and surface operations, the
only U.S. contributions will be the rich sci-
ence data that continues to flow from the
$500-million, 4,000-lb Lunar Reconnais-
sance Orbiter. Launched in 2009, it is one
of NASAs most productive science and ex-
ploration spacecraft.
Russia, however, is also working to re-
build its once highly successful Soviet lunar
robotic capability by planning as many as
five lunar missions, four of them landers,
between 2015 and 2020. How many will ac-
tually fly by 2020 is still being determined.
All of the landers would aim at the Moons
south pole to plumb for volatiles like water
and other ices, possibly returning cryogeni-
cally preserved samples to Earth.
What Aldrin would like to see develop
out of the lunar interest spawned by
Chinas program is a U.S. role in establish-
ing a manned lunar capability at the L1 and
L2 Lagrangian points near the Moon. Those
locations would help the U.S. build a base
efficiently at the resource-rich lunar south
pole as a development facility for in-situ re-
source utilization to make Mars habitation
viable in the future.
The U.S. will have scant participation in
the lunar surge, although, ironically, it was
NASA Ames LADEE (Lunar Atmosphere and
Dust Environment Explorer) that initiated it.
LADEE was launched from the Wallops
Flight Center in Virginia on a Minotaur on
September 6. Weighing 844 lb, the spacecraft
now orbits the Moon in a retrograde trajec-
tory, flying east to west at an altitude of only
31 mi. LADEE is only the seventh NASA ro-
botic lunar orbit mission since Apollo 17.
uled for liftoff from the Xichang launch site
December 1 on a Long March 3B, Chinas
most powerful rocket. The unmanned
Change 3 is then to land on the Moon us-
ing a large descent stage with a powerful
new throttling rocket enginejust as six
NASA/Grumman lunar modules began do-
ing nearly 45 years ago when they carried
12 U.S. astronauts to the lunar surface. Now
its Chinas turn.
Seeing the Chinese lander and rover
reveals major breakthroughs in Chinese
space engineering, says Aldrin, and also
in what the U.S. knows about the Chinese
lunar program. Aldrin copiloted the lunar
module Eagle with the late Neil Armstrong
on July 20, 1969, during the first manned
landing on the Moon.
This unmanned lander is specifically
designed to be scaled up for addition of an
ascent stage and crew cabin, Aldrin tells
Aerospace America.
Ma Xingrui, head of Chinas space ex-
ploration body and chief commander of the
lunar program, has hinted cryptically at fu-
ture applications. The Change 3 mission
makes use of a plethora of innovative tech-
nologies, secret weapons. It is an ex-
The Nuclear-powered China
Change 3 Moon lander descent
stage carrying the piggyback
solar array-powered rover is
lowered into Beijing vacuum
chamber. The Chinese rover
appears to copy many NASA Mars
rover features and instruments.
Credit: China Space News/
NASASpaceight.com/
Planetary Society.
The underside of the lander
has a nozzle for a large, new
throttleable rocket engine and
landing gear similar to Apollo
lunar modules. The Chinese
lander scales to about 40% of
an Apollo descent stage and
appears to be a formal prototype
for eventual scale-up to a manned
conguration. Credit: China Space
News/NASASpaceight.com/
Planetary Society.
The Change 3 details tell me that the U.S. now
absolutely must start communicating with the Chinese
about lunar cooperation, says Aldrin.
LADEE is designed to capture and ana-
lyze lunar dust to determine if rays of light
seen by orbiting Apollo astronauts above
the Moons horizon at lunar twilight were
caused by a glow from sodium atoms or
suspended dust.
India, too, plans to launch a lunar rover
sometime during the same period, as part
of its own space race with China. India had
earlier teamed with Russia on an orbiter/
rover plan that Russia scrapped after the
loss of its Mars Phobos mission.
THE SECRET IS OUT
Direct proof of Chinas ambitious lunar sur-
face program comes in the form of previ-
ously secret images sent out of China via
the Internet.
The images, of the Change 3 lander
and rover, first appeared in the restricted
Chinese government print publication
China Space News. A Chinese web user in
Hong Kong identified only as Galactic Pen-
guin then sent the pictures to a Chinese
space thread on NASAspaceflight.com.
From there they were picked up by Plane-
tary Society blogger Emily Lakdawalla in
Pasadena, California.
Back when the U.S. was pioneering hu-
man lunar exploration, Aldrin and Cernan
spent thousands of hours at what was then
the Grumman facility in Bethpage, N.Y., un-
derstanding the design of the Apollo lunar
modules, and at the Manned Spacecraft
Center in Houston, where their compo-
nents were tested and crews were trained.
Theyre sure they know what goes into
building a lunar moduleand they see one
in the Change 3 hardware and supporting
documents.
The Change 3 details tell me that the
U.S. now absolutely must start communicat-
ing with the Chinese about lunar coopera-
tion, says Aldrin. The U.S. knows more
about the Moon than
anyone else, and we
know more about bring-
ing together foreign
partners, as we did for
the International Space
Station, he adds.
With all this experi-
ence, why arent we the
ones to form something
like a manned interna-
tional lunar outpost au-
thority, where countries
can begin to coordinate
and demonstrate on the Moon operations
needed on Mars, rather than doing it on an
asteroid? asks Aldrin.
We are going to need cooperation for
any mission to Mars, and lunar cooperation
with China is a nice thought, says Cernan,
but we have nothing to deal with, we have
no bargaining chips. Aldrin, however, be-
lieves the United States and its partners
would have leverage if they invited China to
participate in the ISS program.
The U.S. has rejected Chinese station
overtures for more than a decade, because
all of Chinas manned space operations are
Technicians show the overall scale
of the Chinese lander and the
boxy design similar to the Apollo
lunar module. But unlike Apollo,
the plutonium 238 RTG-powered
Chinese lander is to survive for
an Earth year and carries science
instruments including a drill and
telescope. Rover is designed to
drive up to 6 mi. during three
Earth months of operation.
NASASpaceight.com/Planetary
Society.
A technician inspects the area
around thrusters covered in
protective red covers.
NASASpaceight.com/
Planetary Society.
will be launch vehicle development. Liang
Xiaohong, the deputy director and Commu-
nist Party chief of Chinas Academy of
Launch Vehicle Technology, said early this
year that China is beginning formal devel-
opment of a Saturn-V-class Moon rocket
with 11 million lb of liftoff thrust3.5 mil-
lion more than the Apollo Saturn V. It is
designated the Long March 9.
According to the Chinese, the unfueled
descent stage mass of Change 3 is 2,646 lb,
which is 42% of the mass and scale of an
unfueled Apollo lunar module descent
stage that, according to Grumman docu-
ments, weighed 6,100 lb. The launch mass
of the entire Chinese vehicle will be up to
8,377 lb including a propulsion bus.
The development of a boxy-sided de-
scent stage in which to package descent
rocket engine propellant is under way early
in the lunar program. This is directly tied to
practicing toward creation of a manned
landing vehicle, Cernan and Aldrin believe.
New technologies evident in the lander and
in fact necessary for it to survive on the lu-
nar surface illustrate a breakout capability
for China in several areas. These include
thermal control, system integration, electri-
cal system design, software, command and
control, and propulsion, the two agree.
ROVER REDUX?
A notable feature of the Change 3 lander
and its piggyback rover, say Cernan and
Aldrin, is that advanced Chinese technology
is divided between the two. The lander is
packed with it; the six-wheeled, 308-lb
rover, by contrast, appears to duplicate the
design and engineering of NASA JPLs 400-lb
Spirit and Opportunity Mars rovers.
There is solid evidence that the Chi-
nese have done just that with the Change
3 rover, says Aldrin. But it is something you
would expect them to do, he notes. Mars
mission engineers believe the Chinese
saved hundreds or thousands of man-hours
in their lunar rover design and testing by
using U.S. rover designs, and they wonder
how the Chinese got them.
The solar-array-powered rover, like the
NASA Mars rovers, has a small extendable
arm equipped with an alpha particle X-ray
spectrometer, and also an infrared spec-
trometer that will be placed atop specific
rocks for detailed study. Also like NASAs
vehicles, the Change 3 rover has two mast-
mounted navigation and two panoramic
cameras, along with small engineering cam-
eras placed at critical locations.
tightly controlled by the Peoples
Liberation Army. Also, the vote
must be unanimous among the
ISS partners, and Japan and Rus-
sia especially may oppose it.
The lander spacecraft is
more than 40% the size of a
NASA Apollo lunar module de-
scent stage, and the Chinese are
building them on an assembly
line basis. This thing is huge!
exclaimed Lakdawalla, a plane-
tary spacecraft expert, in her ini-
tial Change 3 blog when she
first saw the images.
As many as six Change lan-
ders are being designed and
builttwo landers each with
rovers, and as many as four other landers to
complete two missions that would each
bring back to Earth 4.6 lb (2 kg) of lunar
rock and regolith. According to the Chi-
nese, a duplicate lander and rover have
been built in tandem with Change 3 to act
as a backup or fly as Change 4 in 2015.
The Chinese will be the next on the
Moon, and they are going to be there for a
long time, with significant staying power,
says Cernan. He and Aldrin believe Chinese
manned lunar landings will be possible on
larger versions of the Change 3 design
within 10 years.
As with U.S. programs, a big challenge
The circular 146-mi.-diam. Sinus
Iridium is the landing zone for
the Change 3. It is easily visible
with binoculars at the northwest
corner of the Imbrium Basin,
the left eye of the Man in the
Moon viewed from Earth.
Credit: Peter Rosn.
The 844-lb $100-million Lunar
Atmosphere and Dust Environment
Explorer (LADEE) is shown in
testing before its September
launch to the Moon to collect
and analyze lunar dust from a
31-mi. orbit. LADEE is the rst
to use a Modular Common
Spacecraft Bus and the rst
Ames-designed and developed
spacecraft, but it may be the last
NASA spacecraft to visit the Moon
until the 2020s. Credit: NASA.
The documents say the rover carries:
Two panoramic cameras, two naviga-
tion and engineering camera sets, an arm-
mounted alpha particle X-ray spectrometer,
plus an infrared spectrometer, the rover en-
gineering package, and a data controller.
Its most significant instrument is its
belly-mounted ground-penetrating radar,
designed to show detailed regolith struc-
ture down to 90 ft and basic lunar crust
structures down to several hundred feet.
Unlike the other instruments, the radar
could show very meaningful fine scale in-
formation on the depth and structure of the
regolith, especially around craters, said
the U.S. lunar scientist.
The rover will reach the ground after
being lowered on a platform that intersects
two ramps on which it will drive down to
the surface. Its six metal spoke-type wheels
are very similar in design to those used on
the two Soviet Lunokhod rovers.
The Chinese rover is designed to sur-
vive at least three months (three lunar days
and nights). It is equipped with solar arrays
and, probably, small plutonium 238 ra-
dioisotope heater units like those used on
Spirit and Opportunity. Although lighter
than these U.S. rovers, it is roughly the
same size. It is also designed to travel up to
6 mi. during its mission, under both ground
and autonomous control.
The mission will mark the first attempt
in 37 years to achieve a robotic lunar land-
ing. Change also will be the first robotic lu-
nar rover sent to the Moon in 40 years. The
last one was the Soviets Lunokhod 2,
launched in 1973; the last lander was their
Luna 24 sample return in 1976.
LANDING AND EXPLORATION
Once at the Moon the Change 3 will be
placed in a 62-mi. equatorial orbit. On
touchdown day, the lander, with the
rover, will separate from the bus and
descend first into a 62x9.6-mi. orbit
from which the final descent will be
made.
The target landing area is a basaltic
lava plain in the northwest corner of the
giant Imbrium Basinthe left eye of the
man in the Moon. In the northwest cor-
ner of the basin is a 146-mi.-diam. circu-
lar bay that extends the Imbrium Mare
farther northwest. The lander will be tar-
geted to this location, called Sinus Irid-
ium, for potential geologic discoveries.
To map the spot, the Chinese have
used the Change 1 and 2 orbiters and
probably data released by NASA from
the Lunar Reconnaissance Orbiter, as well.
The lander will hover at 328 ft for up to
90 sec while it uses hazard avoidance sen-
sors and software to find a boulder-free
area, moving laterally until it does so.
Change 3 will then begin a slow de-
scent to 10 ft. There, the large descent en-
gine will be shut down and only small atti-
tude control thrusters left on through the
landing, according to a translation of
Change 3 project charts.
Powering the craft will be solar arrays
and a plutonium 238 radioisotope thermo-
electric generator (RTG) to provide heat
during month-long lunar nights. The lander
is designed to survive at least one Earth
year as a science platform of its own.
Translated Chinese documents say the
science instruments on the lander include:
An optical ultraviolet telescope to ob-
serve binary stars, active galactic nuclei,
and short-period variable stars. Some infor-
mal UV cooperation will be done by the
Hawaii-based International Lunar Observa-
tory Association, says Steve Durst, its
founding director.
A second ultraviolet camera to observe
the 30.4-nm band radiation from the Earths
ionosphere to monitor the effect of space
weather and solar activity on Earths geo-
magnetic field. China says that means
Change 3, if successful, will be the first ob-
servatory on the Moon, although Apollo 16
carried a UV camera.
A descent camera to watch the landing
from the viewpoint of the rover, three
panoramic cameras, an extendable lunar re-
golith probe or drill, and a lander engineer-
ing package.
Astronauts John Young and Charles
Duke deployed the Far Ultraviolet
Camera/Spectrograph, foreground,
on the lunar surface during
Apollo 16 in April 1972.
Increasingly turbulent weather events and their
impact on aviationespecially airlines and airportsare
subjects now being taken very seriously by North Ameri-
can and European aviation research organizations, infra-
structure providers, and governments.
Brussels-based air traffic management agency Euro-
control, in its fourth Challenges of Growth study, looked
at some of the emerging trends that it expects will impact
civil aviation in Europe over the next 20 years. The
study, published in June, predicted that stormier weather,
rising tides, heavier rains, and changes in prevailing wind
directions will impact airliner flight routes, where travel-
ers choose to vacation, the length and placement of run-
ways, and investments in drainage infrastructure.
Meanwhile, the U.S. will be a much hotter place, pre-
cipitation patterns will shift, and climate extremes will in-
crease by the end of the 21st century. These are the find-
ings reported in January by the National Oceanic and
Atmospheric Administration in support of the National
Climate Assessment. Temperatures have generally been
higher in most areas, apart from the Southeast, says the
report. It notes also that the country has seen increases
in overall annual precipitation and rises in potentially
dangerous extreme weather events such as heat waves
and heavy rains.
Politicians and some scientists may question the pre-
cise role of fossil fuel emissions and jet contrails in the
planets warming, but some airport authorities and airlines
are beginning to accept that the climate will warm for what-
ever reasons, and they are starting to write the potential im-
pacts into their strategic plans.
Projected challenges
The Eurocontrol report lists a range of challenges that cli-
mate change could bring, from having to deal with more
torrential rain at airports to shifting patterns of air travel
demand within Europe. The study builds on other Euro-
control research that in 2011 reported, With over 30 Eu-
ropean airports potentially at risk of loss of runway ca-
CLIMATE CHANGE
AND AVIATION
How climate change is likely to affect aviation operations, both in the air and on the
elsewhere have begun to take the issue seriously. Some nations view themselves as
bodies such as the EU have begun pumping sharply increased funding into devising
by Philip Butterworth-Hayes
Contributing writer
FORECASTING
THE EFFECTS
pacity through such impacts as sea-level rise and storm
surges, the future impact on runway operations could be
very significant for the European ATM system. Of partic-
ular significance is the number of secondary or diver-
sionary airports which may also be closed if the main air-
port were closed.
In North America, a small but growing number of
major hubs are beginning to look seriously at increasing
their protection against more frequent and more extreme
weather events. According to Airport Climate Adaptation
and Resilience, a 2012 report prepared by the Transport
Research Board and sponsored by the FAA, around 70%
of airport delays are the result of extreme weather
events, and these are on the increase.
In 2011, the United States witnessed a record 12
weather/climate disasters, each costing $1 billion or
more, says the report. Quite often, how airports re-
spond to these events influences future planning. By
defining and more explicitly addressing the risks that cli-
mate change now presents to air travel, airports can ex-
tend and enhance the benefits from present day invest-
ments in maintenance, data collection, and capital
improvements. For example, in 2011 Tropical Storm
Irene closed all major New York airports. Although not
a hurricane, but recording 5 to 8 inches of rain, the
storm generated news that certain categories of hurri-
canes would put JFK International Airport under more
than 15 ft of water.
According to research by the U.S. Global Change Re-
search Program: Recent hot summers have seen flights
cancelled due to heat, especially in high altitude locations.
Economic losses are expected at affected airports. A recent
illustrative analysis projects a 17% reduction in freight car-
rying capacity for a single Boeing 747 at the Denver airport
by 2030 and a 9% reduction at the Phoenix airport due to
increased temperature and water vapor.
This is not the only research that points the way to
possible changing weather patterns increasing disruption
of air travel.
ground, is a matter of controversy. But many decision-makers in Europe, the U.S., and
less vulnerable to the problem than others, but all are likely to notice that governing
adaptive strategies.
According to Williams, Air turbulence
does more than just interrupt the service of
in-flight drinks.The total cost to society is
about 100 million [$150 million] each year.
Need for more data
How bad will it get? The data are, to say the
least, contradictory. In its 2011 Climate
Change Adaptation Report, the U.K. National
Air Traffic Services company, known as
NATS, set out its view of the risks that rising
sea levels and more extreme weather phe-
nomena pose to its aviation infrastructure.
According to its study, Measurement
of sea levels over the past century has
shown that levels have been rising at a
mean rate of 1.8 mm per year. More recent
sea level measurement by satellite has esti-
mated rates of 2.8 0.4 to 3.1 0.7 mm per
year between 19932003. However from
2006 to 2010 the rate of sea level rise
dropped back to levels approaching zero.
Values for predicted sea level rise over the
course of this century typically range from
90 to 880 mm (3.54 inches 2.89 ft), with a
central value of 480 mm (1.57 ft).
On the other hand, the sheer number
of climate change phenomena identified by
ICAO (International Civil Aviation Organi-
zation) as likely to impact aviation gives
much greater cause for concern.
Planning for resilience
In the U.S., only a relatively small number
of airports have actively developed climate
change resilience strategies. In May, at the
Environmental Affairs Conference held by
Airports Council International North Amer-
ica, only 4% of the airports contacted had
developed such strategies. A small percent-
age said climate change is considered too
challenging a political topic, but most did
not anticipate being negatively impacted by
such change, or did not have sufficicient re-
sources to address the issue.
The picture is complex, because an in-
crease in temperaturespredicted by many
climatologistsis likely to benefit as many
airports and airlines as it disrupts. For ex-
ample, some would benefit from a reduc-
tion in the cost of snow and ice removal
and reduced requirements for salt and
chemical uses.
But overall, the impact on aviation fa-
cilities of changing weather patterns, ac-
cording to the latest National Climate As-
sessment for the U.S., is not promising:
More frequent interruptions in air service
and airport closures can be expected. Air-
According to the U.K.s Manchester Met-
ropolitan University Centre for Aviation
Transport and the Environment (CATE),
Global sea-levels are projected to rise by
between 0.2 and 0.5 m by 2100. This, espe-
cially when combined with an increase in
storminess, would result in more frequent
flooding and storm surges causing coastal
erosion and land subsidence.
In addition, says the CATE study, Ris-
ing temperatures reduce aircraft lift, thereby
requiring longer take off runs, which could
result in the need for longer runways at
some airports, or changes in aircraft type or
maximum payload, and potentially airspace
changes and local community impacts. Pre-
cipitation changes will impact on airport
operations and design requirements. A
number of airports have already reported
incidences of extreme rainfall and the oper-
ational disruptions that this has caused.
Investment in drainage infrastructure will
be required if operational disruptions are to
be avoided.
And it is not just on the ground where
problems will occur, many forecasters say.
In the U.K., Paul Williams from the Univer-
sity of Reading and Manoj Joshi from the
University of East Anglia have analyzed
supercomputer simulations of the atmo-
spheric jet stream over the North Atlantic
Ocean. They conclude that by the middle
of this century, the chances of encounter-
ing significant turbulence will increase by
between 40% and 170% as a result of cli-
mate change. The amount of airspace con-
taining significant turbulence at any time
will most likely double. The average
strength of turbulence will also increase,
by 10-40%.
In 2011 'Berit,' considered a
100-year storm, hit a helipad
at Vaeroy, Norway. Climate
models predict that storms of
Berits magnitude could occur
as often as every 10 years
from 2100. Photo by Leif-Rune
Kristiansen, Avinor.
port facilities including terminals, naviga-
tional equipment, perimeter fencing, and
signs are likely to sustain increased wind
damage. Airports are frequently located in
low-lying areas and can be expected to
flood with more intense storms. As a re-
sponse to this vulnerability, some airports,
such as LaGuardia in New York City, are al-
ready protected by levees. Eight airports in
the Gulf Coast region of Louisiana and
Texas are located in historical 100-year
flood plains; the 100-year flood events will
be more frequent in the future, creating the
likelihood of serious costs and disruption.
Over the next few years there are likely
to be new guidelines for aviation infrastruc-
ture providers in many countries, with cli-
mate change resilience issues included. For
example, Norways airport company, Avi-
nor, has revised its airport design handbook
to include new requirements for erosion
protection and a stipulation that new run-
ways should not be built lower than 7 m
above sea level. This is a relatively high
margin: Brisbanes new parallel runway in
Australia is being built 4.1 m above sea
level (exceeding the minimum level recom-
mended by engineering consultants, 3.5 m).
Diering perspectives
Nations tend to view the challenges of cli-
mate change in terms of their own per-
ceived vulnerabilities. The impact of rising
sea levels is of more or less academic inter-
est in Switzerland, under constant review in
Norwaywhere 20 of the nations 51 air-
ports with regular commercial civil air traffic
EUROPEAN AIRPORTS AND THE RISKS FROM CLIMATE CHANGE
Climatic pressures Risks Timeframe of expected event Regions mainly aected
Summer heat Greater need for ground cooling Medium negative (2025-2080) Southern Europe (2025), west,
Degradation of runways to high negative (2080) east, and central Europe (2080)
and runway foundations
Higher density altitudes causing reduced
engine combustion eciency
Decreased airport lift and increased
runway lengths
Heavy precipitation Flood damage to runways Medium negative (2025) European wide
events and other infrastructure to high negative (2080)
Water runo exceeds capacity
of drainage system
Extreme storms Wind damage to terminals, No information No information
navigation, equipment, signage
Sea-level rise Flooding of runways, outbuildings, Medium negative (2080) European wide
and access roads
General Interruption and disruption to services
supplied and to ground access
Periodic airport closures
Higher maintenance costs
Source: European Commission.
are situated between 2.5 and 15 m above
sea leveland of urgent interest in the
Netherlands, whose the main hub, Amster-
dam/Schiphol, lies 4.5 m below sea level.
At the Netherlands facility, a two-
themed Climate Proof Schiphol program is
under way. One strand is concerned with
spatial designissues such as drainage, salin-
ization, and water level management. The
other is operations basedimproved predic-
tions of weather conditions and noise, and
better methods for preventing water pollu-
tion caused by deicing chemicals.
Six challenges identified by Eurocontrol
Europe should prepare for higher temperatures and an increase in precipitation. An
exception is Southern Europe, where precipitation will diminish. Increased summer heat
and humidity in the Mediterranean Basin may influence the amount and location of
demand as traditional destinations could become uncomfortably hot during the summer
season. This would lead to both a temporal and geographic shift in demand. Higher
temperatures would also reduce aircraft climb performance, which in turn would affect
the distribution of local noise.
Heavy precipitation events will reduce airport throughput and challenge an aerodromes
surface drainage capacity.
Snowfall will generally decrease throughout Europe, although there may be heavy snow
events in new areas and an increase in more challenging wet snow conditions. In locations
that seldom experience snow and are relatively unprepared for it, its effects on airport
operations are greatest. Overall, more snow clearing and deicing equipment may be
required.
The strongest storms are expected to become larger and more powerful. Convective
weather can impact flight predictability and punctuality while having implications
for flying predetermined 4D trajectories.
An increase in larger and more intense convective systems may affect multiple hub
airports in a region.
Changes in prevailing wind direction are also expected, leading to an increase in
crosswinds. Associated changes in procedure may have an environmental impact, while
capacity will be reduced at airports with no crosswind runway.
Source: Eurocontrol.
changing weather scenarios by distributing
a single, comprehensive picture of current
weather to a wide variety of users and sys-
tems. It will also be integrated into other
NextGen-related systems in the future,
according to the DOT.
The power of money
The biggest impacts are not expected to
unfold rapidly. According to other Eurocon-
trol research, significant flooding risk to
coastal airports will probably occur around
2099, and significant changes to travel pat-
terns as a result of soaring temperatures in
traditional vacation destinations will not oc-
cur before 2030.
Even so, climate change resilience is
now high on the political agendas of both
European and North American govern-
ments. According to an April 2013 EC re-
port, Adapting infrastructure to climate
change: The European Union will step up
its efforts in financing climate-resilient infra-
structures in the 2014-2020 budgetary pe-
riod. It is foreseen that a minimum of 20%
of the overall 2014-2020 EU budget will go
in climate-related investments. This is ex-
pected to have significant impact on infra-
structure in Europes less developed re-
gionswhere most EU funding will be
allocated.
According to one European air naviga-
tion service provider with a long coastline
and several major airports with runways
fairly close to the waves, insurance costs to
protect these facilities have fallen over the
past 12 months, with insurers apparently
unconcerned about the short-term impacts
of climate change. But EU bodies responsi-
ble for supporting aviation infrastructure
developments now need to see climate re-
silience plans built into the airport or ATM
agency long-term business strategies.
In February, federal agencies in the
U.S. released their first-ever climate change
adaptation plans. The FAA has begun an-
alyzing aviation facility, service, and equip-
ment profile data for vulnerability to a
combination of storm surge impacts that
climate change might bring. The assess-
ment process involves overlaying outputs
of publicly available climate models to FAA
assets and operations to identify those
most affected by storm surge under pro-
jected climate scenarios, evaluating mean
high water mark in relation to the existing
elevation, according to the agency.
Time will tell how appropriate these
responses to the challenges really are.
Schiphol airport and the surrounding
area are very vulnerable to climate change,
according to the Knowledge for Climate Re-
search Program consortium, a group of pri-
vate and government research agencies co-
financed by the Ministry of Infrastructure
and the Environment. The airport is situ-
ated, from a hydrology point of view, in
one of the most complex and fragile urban
areas in the world. There is no doubt that
continued land subsidence, coupled with
more intense periods of precipitation and
drought and with an accelerated rise in sea
levels, will force fundamental changes to
take place in the design and use of the
whole of the Schiphol region.
In generaland putting aside local con-
siderationsconsensus among most North
American and European aviation organiza-
tions seems to be that climate change adap-
tation is a challenge but a long-term one
that can be accommodated by relatively
simple changes to current development
plans. Such measures could include ex-
panding drainage capacity, increasing train-
ing, and improving forecasting and commu-
nications among airports, airlines, and ATM
agencies.
A key element of the FAAs NextGen
ATM program is its Network Enabled
Weather, which will provide common, uni-
versal access to aviation weather data. This
tool will allow ATM to more easily adapt to
POTENTIAL NEED FOR ADAPTATION MEASURES
Level of Probability of
uncertainty occurrence
Sea-level rise Virtually certain 99%
Temperature changes
Decreases in very cold days Virtually certain 99%
Increases in Arctic temperatures Virtually certain 99%
Later onset of seasonal freeze,
earlier onset of seasonal thaw Virtually certain 99%
Increases in very hot days
and heat waves Very likely 90%
Precipitation changes
Increases in intense precipitation Very likely 90%
events
Increases in drought conditions
for some regions Likely 66%
Changes in seasonal precipitation
and ooding patterns Likely 66%
Storms
Increases in hurricane intensity Likely 66%
Increased intensity of cold-season
storms, with increases in winds,
waves, and storm surges Likely 66%
Source: IPCC 2007 Summary for Policymakers in Climate Change 2007.
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Unmanned
Budget shortfalls and a crash
havent stopped work on
long-endurance flight
U
nmanned air systems have changed
the way war is waged, allowing mil-
itary forces to spy on enemies with-
out putting themselves in harms way. But
although some UAVs can stay aloft longer
than manned aircraft, their endurance is still
limited, usually measured in hours.
Current UAVs provide valuable intelli-
gence, surveillance, and reconnaissance
[ISR] coverage for troops deployed over-
seas, says DARPA. However, UAVs cannot
stay airborne for extended periods of time
before needing to be refueled or serviced.
Moreover, the Air Forces current high-alti-
tude, long-endurance (HALE) craft, the
Northrop Grumman-built Global Hawk, is
expensive to buy and operate.
Flying UAVs for days or weeks at a time
has strong appeal, because it would pro-
vide continuous presence over areas of in-
terest. In addition, such aircraft would gen-
erally operate at high altitudes that offer a
wide view of the Earth and are largely de-
void of other traffic.
Current efforts to make ultrapersistent
UAVs a reality include Boeings Phantom
Eye and AeroVironments Global Observer.
There are different threats fueling
these programs, says aviation analyst Larry
Dickerson of Forecast International. These
include the ability to linger for hours or
even days over a suspicious site, such as
the nuclear facilities in North Korea or Iran,
or to monitor the area surrounding a mili-
U.S. aerospace firms are trying
to develop unmanned planes
or airships that would stay aloft
for days at a time. DARPA and
others are aiming for endurance
that would be measured in years.
If they succeed, ultra-persistent
unmanned planes would be a new
option for military commanders.
by Marc Selinger
Contributing writer
marathoners
tary base in a foreign country, or to keep
an eye on a border or infiltration route.
Turning test planes into operational
versions will not be easy, however. Besides
facing a federal budget environment that is
difficult at best for new programs, these air-
craft still have to show that they will deliver
as promised.
Lower cost HALE concepts do have a
potential market if they prove to be techno-
logically feasible, says Philip Finnegan, di-
rector of corporate analysis at the Teal
Group consulting firm. Affordability is an
issue for Global Hawk, the current system
that dominates the market.
Another challenge for new HALE aircraft
is that the Defense Department is already de-
veloping other, unspecified long-endurance
capabilities that may weaken the case for a
Phantom Eye or Global Observer. At an April
hearing of the House Armed Services Com-
mittee, Lt. Gen. Charles Davis, military
deputy to the Air Force acquisition chief, al-
luded to classified platforms that could do
the mission of a Block 30 Global Hawk.
These classified platforms might be
the Pentagons alternative, for now, to these
persistent surveillance aircraft design pro-
grams, says Dickerson.
Phantom Eye
Boeing has pumped millions of its own
dollars into designing, building, and testing
its Phantom Eye demonstrator. The aircraft
is designed to perform ISR and communi-
cations missions for up to four days without
refueling, at altitudes of up to 65,000 ft. For
fuel it uses environmentally friendly, energy-
efficient liquid hydrogen cooled at -420 F in
a well-insulated tank. The only byproduct
is water vapor released into the atmosphere
through exhaust ducts.
Although satellites already can provide
persistent coverage for ISR and communica-
tions, putting this capability on an airborne
platform is attractive for several reasons: An
aircraft, at least theoretically, could be as-
signed a new mission more easily, would
cost less to build, and would provide higher
resolution imagery.
Its exciting, because youre on the
cusp of the next big thing in aerospace,
says Keith Monty Monteith, Boeings busi-
ness development lead for Phantom Eye.
You can deliver satellite-like capabilities
from an airplane, which raises the bar in
terms of affordability.
Liquid hydrogen contains three times
more energy per pound than conventional
aviation fuel. Boeing therefore believes that
Phantom Eye not only could far outlast
Global Hawks roughly 30-hr endurance but
also could provide its high-altitude capabil-
ity at the operating cost of a medium-alti-
tude Predator UAV.
What enables that low cost of opera-
tions is the use of liquid hydrogen as a
fuel, Monteith says. It reduces the amount
Boeings Phantom Eye ew for
the rst time in June 2012.
Credit: Boeing.
chor models and define requirements for
future systems.
MDA does not envision Phantom Eye
as a successor to the cancelled Airborne
Laser, a modified Boeing 747 designed to
shoot down ballistic missiles. Derailed by
cost and performance concerns, the plane
never made it past the test bed stage.
There are no plans for an airborne laser as
a weapon systemthat went away with
ABLand there are no plans to resurrect it
as an interceptor technology, says agency
spokesman Richard Lehner. The current
initiative is to determine if directed energy
has a place as a sensor.
Phantom Eye is smaller than the opera-
tional version Boeing envisions building.
The company is doing conceptual design
work on the operational aircraft, which
would look similar to the demonstrator but
would have a larger wingspan250 ft vs.
150 ftand more fuel capacity to give it in-
creased endurance, up to 10 days. It would
also be able to carry a larger payload. Out-
side aviation experts are closely watching
the demonstrators performance.
Phantom Eye appears to be promising
at this point, Finnegan says. It has consid-
erable corporate support from Boeing and,
if the technology proves itself, it could sat-
isfy customer requirements for a longer en-
durance, lower cost system. The Phantom
Eye could cut costs by enabling up to 10
days of endurance by a UAV. That would
mean fewer UAVs would have to be pur-
chased to cover an area. It would also
mean that less would be spent getting to
and from the target. With its greater auton-
omy, it potentially could reduce the man-
power costs of operation.
Next Global Observer takes shape
Boeing is not alone in developing ultra-
persistent unmanned planes. AeroViron-
ment has been working on HALE systems
since the late 1980s and has flown a series
of solar-powered craft, including Centurion,
Helios, Pathfinder, and Pathfinder Plus.
Pathfinder Plus, which had 10 flight
tests in the 1990s, is on display at the
Smithsonian Air and Space Museums
Steven F. Udvar-Hazy Center in Chantilly,
Virginia. In 2001, Helios set a world record
for aircraft by reaching an altitude of almost
97,000 ft.
But for an energy source that would be
sufficient even in winter, AeroVironment
eventually turned away from the Sun.
Working with internal funds, it built a liq-
of weight of the vehicle thats dedicated to-
carrying fuel, so there is more payload
available, and you can keep that payload
aloft for a lot longer.
Boeing launched the Phantom Eye
demonstrator program in 2008 and unveiled
the craft to the public in 2010. The first
medium-speed taxi test took place in March
2012. Flight testing began in June 2012, and
Boeing has gradually increased the altitude
and duration. By mid-September, Phantom
Eye had completed five flight tests, all at Ed-
wards AFB, California.
During the first flight, the aircraft
stayed airborne for 28 min and reached
4,080 ft. In an apparently temporary set-
back, the landing gear was damaged when
Phantom Eye touched down, prompting
Boeing to install an upgrade. On the sec-
ond flight, in February of this year, the air-
craft remained aloft for 66 min and ex-
ceeded 8,000 ft. For the third flight, in
April, Phantom Eye flew for 2 hr 15 min
and climbed to 10,000 ft.
The third test was a very good flight,
and the vehicle remained well controlled
despite encountering air turbulence, says
Brad Shaw, Boeings Phantom Eye program
manager.
During the fourth flight, on June 14,
the UAV climbed to 20,000 ft and remained
aloft for about 3 hr. At this writing, the
program had not set a specific date for
reaching the 65,000-ft altitude milestone.
Were going to do it as quickly as our
flight test processes and safety will allow,
Shaw says.
A timeframe for reaching the four-day
endurance maximum is yet to be deter-
mined as well, he adds.
First customer, future outlook
Shortly before the UAVs fourth flight, Boe-
ing lined up its first payload customer. The
Pentagon announced June 5 that the Missile
Defense Agency awarded the company $6.8
million to fly a vibration-sensing payload
aboard the aircraft starting with the fifth
flight, which took place Sept. 14. Phantom
Eye climbed to 28,000 ft and remained aloft
for nearly four and a half hours. The pay-
load collected vibration disturbance data,
which could lay groundwork for a new air-
borne laser system someday, says agency
spokeswoman Debra Christman.
A long-endurance platform operating
in a quiet environment would benefit both
sensor and laser performance, Christman
says. The agency will use the data to an-
uid-hydrogen-fueled, one-third scale Global
Observer and flew it in 2005.
The company then built a full-scale
version under a $140-million Joint Capabil-
ity Technology Demonstration program
sponsored by the Pentagon and the Dept.
of Homeland Security. That version of
Global Observer was designed to fly at
65,000 ft for up to a week and provide
persistent communications and surveil-
lance. The liquid-hydrogen-fueled aircraft,
which carried government payloads,
racked up eight successful flight tests in
2010 and 2011.
Global Observer has moved quickly
from development and testing toward
demonstrating mission-ready, affordable
persistence, AeroVironment Chairman and
CEO Tim Conver said at the time. But in
April 2011, disaster struck. About 18 hr into
Global Observers ninth flight test, the
plane was destroyed in a crash at Edwards
AFB. Having run out of money, the Penta-
gon demonstration project came to an end.
Flight testing an innovative new solution
like Global Observer involves pushing the
frontiers of technology and convention,
Conver said after the accident. Risk is a com-
ponent of every flight test program, and the
learning that results from a mishap enables
us to improve system reliability and perform-
ance. One benefit of testing an unmanned
aircraft system is that pilots and crew are not
in harms way when a mishap occurs.
Exactly what happened remains a mys-
tery, at least to outside observers. The Air
Force says it did not investigate the acci-
dent because it did not own the aircraft. It
referred questions about the accident to
AeroVironment, which declined to reveal
the cause of the crash.
We identified and resolved the cause
of the mishap, which was unrelated to the
numerous critical innovations we devel-
oped to enable Global Observers satellite-
like capabilities, says Steve Gitlin, AeroVi-
ronments vice president of marketing
strategy and communications.
Despite the crash and the disappear-
ance of government backing, AeroViron-
ment continues to see a future for Global
Observer. In March, the company an-
nounced it had paid $3 million to buy back
the programs remaining assets, including
the second aircraft and the fixtures to pro-
duce and support it.
The second Global Observer now sits
at AeroVironments factory in Ventura
County, where it is 80-90% complete, Gitlin
says. The craft has a 175-ft wingspan, mak-
ing it slightly larger than a 767. The com-
pany is talking to interested parties in
hopes of securing funding to finish the
plane and move it into production.
The capability is ready to go, from our
perspective, Gitlin says.
Skeptics abound, but some analysts are
not writing off Global Observer just yet.
AeroVironments second
Global Observer sits in a
company factory in California.
Credit: AeroVironment.
Ion Tiger, Solara, Vulture, X-56A
There are other entities working on long-
endurance UAVs as well. The Naval Re-
search Laboratory, for example, is develop-
ing Ion Tiger, a small, low-altitude liquid-
hydrogen-powered demonstrator. In April,
the 35-lb UAV flew for 48 hr 1 min, almost
double its previous record, set in 2009.
In contrast to Phantom Eye and Global
Observer, which are large craft designed for
high altitudes and hundreds of pounds of
payload, Ion Tiger would be capable of
carrying a payload in the 5-15-lb range.
The challenge now is to make the leap
from a demonstrator vehicle to a tactical
system, says Karen Swider-Lyons, head of
the alternative energy section in the NRL
chemistry division. Opportunities include
robustness and simplification of the hydro-
gen fueling and logistics.
In August, Titan Aerospace announced
at an unmanned systems conference in
Washington, D.C., that it is developing the
Solara, an atmospheric satellite that is ac-
tually a solar-powered, high-altitude un-
manned aircraft. Titan envisions that the So-
lara could stay aloft for months or years at
a time for communications, reconnaissance,
and other missions.
The Solara promises to open the door
for stationing payloads near the edge of
Earths atmosphere, Titan says. Unlike
space satellites, the Solara is far less expen-
sive to buy and launch, has a larger launch
window, and most importantly, can easily
be brought back for maintenance or pay-
load upgrades. This allows the flexibility of
flying different missions with the same
serviceable airframe.
Finnegan says the company can bounce
back from the crash if the relatively small
firm can line up external funding.
The Global Observer, which is a com-
petitive system to the Phantom Eye, is also
promising, Finnegan says. The difficulty
that AeroVironment faces is its size and the
resources it can devote to the program
compared to Boeing. It needs customers to
help fund development but does not have
them in place yet. Boeing can move ahead
on its own to prove the concept.
The Ion Tiger completes a record ight time of 48 hr 1 min. The electric fuel cell
propulsion system has the low noise and signature of a battery-powered UAV.
Photo: U.S. Naval Research Laboratory.
Originally a full-scale ight
demonstration effort,
DARPAs Vulture program
now focuses on advancing
critical energy management
technologiessolar collection
(photovoltaics) and fuel cells
(energy storage systems).
The X-56A takes off on its inaugural ight July 26 at Edwards AFB. NASA photo by Kenneth E. Ulbrich.
DARPAs Vulture project has backed
away from its original goal of producing a
full-scale flight demonstration. The program
is now developing technologies to collect
and store enough solar energy to allow a
solar-powered unmanned aircraft to stay
airborne for five years.
These technologies are the least ma-
ture and are vital for enabling ultra-persis-
tent HALE flights lasting multiple years, a
DARPA statement says. By narrowing the
programs focus, DARPA seeks to advance
energy management technologies that
would benefit a number of future HALE air-
craft applications and should reduce risk
for development of future very long en-
durance aircraft programs.
Boeing is working on the program at
several of its U.S. locations, including both
Huntington Beach and St. Louis, according
to Army Lt. Col. Joseph Hitt, DARPAs Vul-
ture program manager. In August the com-
pany was testing solar panels in its labora-
tories and developing components for the
aircrafts energy storage system, said Hitt.
Vultures advanced energy storage sys-
tem technologies ultimately could enable a
retaskable, persistent pseudosatellite capa-
bility in an aircraft package, the agency
says. Such a system would combine key
benefits of an aircraftflexibility and re-
sponsiveness, sensor resolution, reduced
transmit/receive power, [and] affordability
with the benefits of space assets: on-station
persistence, no logistics tail, energy inde-
pendence, fleet size, [and an] absence of in-
country footprint.
Another initiative, the X-56A un-
manned flight research vehicle, is exploring
technologies that could advance HALE
flight. Chief among these is controlling
lightweight, aerodynamically efficient air-
craft configurations. The X-56A arrived at
Edwards AFB in late April and was flight-
tested for the first time on July 26, 2013.
The program is a joint effort of the Air
Force Research Laboratory, NASA Dryden,
and Lockheed Martin.
Airships vs. xed wing
Fixed-wing aircraft have not always mo-
nopolized long-endurance flight. Recent
years have seen attempts to equip un-
manned airships with ultra-persistent ISR
capabilities. Such efforts have run into seri-
ous problems, however, and the U.S. mili-
tarys interest seems to have waned.
The Armys Long Endurance Multi-in-
telligence Vehicle (LEMV), a helium-filled
prototype with an advertised endurance of
21 days, was meant to carry intelligence
and communications payloads in Afghan-
istan. But in April the service announced
that it was canceling the effort, citing tech-
nical and performance challenges and the
limitations imposed by constrained re-
sources. At one point, LEMV was at least
10 months behind schedule and about
12,000 lb overweight, the Government Ac-
countability Office wrote in a November
2012 report on airships and aerostats.
The Air Force pursued a similar effort,
Blue Devil Block 2, but terminated it in
June 2012 after it experienced significant
technical problems resulting in cost over-
runs and schedule delays, according to the
GAO. The Pentagons inspector general
concluded in a Sept. 19 report that the Air
Force ignored warnings that the develop-
ment schedule was too ambitious.
At the time of project cancellation, the
Blue Devil Block 2 airship was more than
10,000 lb overweight, which limited the
airships estimated endurance, said a GAO
report. The weight issue contributed to
other design concerns, the tail fins were
too heavy and were damaged during test-
ing, and the flight control software experi-
enced problems related to scaling to a
larger airship.
Fixed-wing aircraft proponents are not
surprised that their systems have outlived
the airship programs.We believe the tech-
nology is much nearer term for fixed-wing
aircraft than for airships, Monteith says.
Airships may eventually have their day,
but at least for the high-altitude market with
robust payloads, we believe fixed wing is
the way to go.
The LEMV, a helium-lled
craft from Northrop Grumman,
was meant to carry ISR and
communications payloads.
from far more distant galactic sources.
New York Times, Nov. 2, 1963, p. 63.
Nov. 7 At the White Sands Missile
Range in New Mexico, the Apollo
escape system undergoes successful
testing on an unmanned Apollo
boilerplate command module space
capsule. The main solid-propellant
four-canted-nozzle escape rocket,
built by Lockheed Propulsion, burns
for 8 sec with 155,000 lb of thrust,
up to more than 5,000 ft. A small
solid-propellant pitch motor controls
the direction of the flight. Three
parachutes are then deployed and
safely deposit the capsule back to
the ground. Aviation Week, Nov. 25,
1963, pp. 52-53.
Nov. 21 The solid-propellant, two-
stage Nike-Apache becomes the first
modern rocket launched in India.
Boosted from the Thumba launch
range outside Trivandrum near
the Indian Ocean, it reaches
an altitude of 106 mi. It
then deploys scientific
experiments in which
sodium-vapor ejections
measure the speed
and direction of
upper atmospheric
winds. The rocket,
furnished by the U.S.,
is assembled by Indian
technicians. France also
contributes to the effort.
NASA Press Release 63-105; Flight
International, Dec. 5, 1963, p. 935;
Aviation Week, Dec. 2, 1963, p. 34.
Nov. 22 President John F. Kennedy is
assassinated in Dallas, Texas. Within 2
hr Vice President Lyndon B. Johnson
takes the oath of office as the 36th
president of the United States aboard
the presidential jet, Air Force One.
New York Times, Nov. 24, 1963, p. E1.
Nov. 22 The Relay 1 communications
satellite conducts the first live trans-
mission of TV signals across the Pacific
Ocean. However, a previously taped
message of greeting from President
Kennedy is deleted from the broadcast
when word of his assassination is
received. NASA Press Release 63-256.
Nov. 25 A Sikorsky S-61N helicopter
takes off from Dacca Airport in East
Pakistan to inaugurate what will be
the most comprehensive helicopter
service ever operated, according to
a Pakistan International Airways
statement. The S-61N carries 24
passengers, a flight and cabin crew
of four, and 1,800 lb of cargo. Flight
International, Dec. 5, 1963, p. 911.
Nov. 27 Boosted by an
Atlas vehicle, the Centaur
upper stage is successfully
orbited and burns for 380
sec. This is the worlds first
flight of a hydrogen-oxygen
rocket, a milestone in
space exploration. (This is
the Centaurs second test
flight; the first ended in an
explosion soon after liftoff
in 1962.) It consists of two
Pratt & Whitney RL10A-3 rocket
engines and is capable of being shut
down and restarted in space. Develop-
ment began in 1956, but the use of
LOX/hydrogen was theoretically pro-
posed in the early 1900s by Russian
rocket pioneer Konstantin Tsiolkovsky.
Centaur opens the way to a new era
of larger payloads and more ambitious
missions into interplanetary space. It
will later serve as the upper stage on
launch vehicles for Viking flights to
Mars and Voyager missions to the
outer planets. Aviation Week, Dec. 9,
25 Years Ago, November 1988
Nov. 6 The DOD launches a classified
satellite into orbit on a Titan 34D
booster. NASA, Astronautics and
Aeronautics, 1986-1990, p. 195.
Nov. 15 The USSR finally
launches its space shuttle,
the Buran (Snow Storm).
It greatly resembles
the U.S. shuttle but is
unmanned and entirely
automatic. An Energia
rocket boosts the craft,
which does not have
main engines. Buran can
be fitted with jet engines
for landing assistance. It
completes two orbits
and lands successfully. It
makes no other flights.
NASA, Astronautics and Aeronautics,
1986-1990, p. 196.
Nov. 26 A Soyuz TM-7 is
launched from the
Baikonur Cosmodrome
for a rendezvous
with the Soviet
Unions Mir space
station. The flight
carries three cosmo-
nauts, including
Jean-Loup Chretien
of France. Watching
from the cosmodrome is
French President Franois
Mitterand. During the long mission,
Chretien will conduct the first space-
walk by a Western European. NASA,
Astronautics and Aeronautics, 1986-
1990, p. 196.
Nov. 1 Arecibo Ionospheric Observa-
tory, the worlds largest radar-radio
telescope, is dedicated in Arecibo,
Puerto Rico. The 1,000-ft-diam. bowl
greatly exceeds the capabilities of
earlier telescopes, detecting radiation
1963, p. 21; Flight International, Dec. 5,
1963, p. 935.
Nov. 29 President Johnson signs an
order that renames the NASA Launch
Operations Center at Cape Canaveral,
Fla., the John F. Kennedy Space Center,
in honor of the late president. Cape
Canaveral is also renamed Cape
Kennedy. D. Baker, Spaceflight and
Rocketry, p. 159.
Nov. 5 Three RAF Vickers Wellesley
monoplane bombers set a world non-
stop distance record of 7,162 mi.,
flying from Ismalia, Egypt, to Darwin,
Australia, in 48 hr 5 min. Portions of
the flight encounter extremely bad
weather, making radio reception
impossible and forcing the crew to
navigate by dead reckoning. The
commanding pilot is Sqn. Ldr. Richard
Kellett. Aircraft Year Book, 1939,
pp. 163, 469; The Aeroplane, Nov. 9,
1938, pp. 547-549.
Nov. 10 The founder of modern
Turkey, Mustafa Kemal (also known
as Kemal Ataturk), dies in Istanbul.
During WW I, most of the aviators in
Turkey were Germans or Austrians,
and there was no effort to build up
the flying corps.
After 1918,
however,
Kemal began
rebuilding
his nations air
force. Turkish
officers were
sent to
England for
training, and
Turkey began
buying British
planes, including
Bristol Blenheims.
The Aeroplane,
Nov. 23, 1938,
p. 634.
Nov. 25-Dec. 11 At the Paris Air
Show, eight nations display 47
airplanes. All but 19 are military
types and include fighters, bombers,
reconnaissance aircraft, and trainers.
Most of the planes are capable of
310 mph or more. Britains Super-
marine Spitfire, rated at more than
355 mph, is the fastest aircraft on
exhibit. The Aeroplane, Dec. 14,
1938, p. 779.
Nov. 29-30 Pilot Johnny Jones sets
a record for aircraft weighing less
than 700 lb, flying a 50-hp Aeronca
nonstop from Los Angeles to Roo-
sevelt Field in New York. The flight,
which lasts 30 hr 37 min, uses 123
gal of gasoline and a quart of oil, costing a total of $31. W. Shrader, Fifty Years of
Flight, p. 66; Aircraft Year Book, 1939, p. 162.
Nov. 30 On a goodwill visit in return for the Japanese
Divine Wind flight from Tokyo to Berlin in April 1937,
a German four-engined Focke-Wulf Condor named
Brandenburg completes an 8,375-mi. flight from Berlin
to Tokyo. This is also the fastest flight ever made between
Europe and Japan. The Brandenburg makes four stops
during the trip, whose total flying time is 41 hr. It carries
a goodwill message from Field Marshal Hermann Goering
to the Japanese people. Aero Digest, January 1939, p. 40;
The Aeroplane, Dec. 7, 1938, p. 732.
Nov. 6 R.H. Carr wins the British Empire
Michelin Trophy by flying his Grahame-White
biplane a total distance of 300 mi., making
stops every 60 mi. along the way. A van
Hoorebeeck, La Conquete de LAir, p. 101.
Nov. 10 The German dirigible LZ 21 completes its first flight. A. van Hoorebeeck,
La Conquete de LAir, p. 102.
Nov. 22 Charles A.H.
Longcroft pilots his B.E.2a
biplane 445 mi. between
Montrose and Farnborough,
England, in 7 hr 20 min,
winning the first Britannia
Trophy. A. van Hoorebeeck,
La Conquete de LAir,
p. 102.
An Aerospace Chronology
by Frank H. Winter
and Robert van der Linden

http://web.mit.edu
Tenure-Track Faculty Positions

culty Positions aculty Positions

Department of Aeronautics and Astronautics
onautics and Astr The Department of Aer
e-track faculty positions with a start date of September (MIT) invites applications for tenur
ching for exceptional candidates in any discipline r 1, 2014. The department is sear
ehicl e competencies in VVe to our cor
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a e h t n i s h t g n e r t s r u o t n e m e l p m o c
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graduate and graduate levels, advising students, conducting include teaching at the under
ch, developing course materials at the graduate and under esear original scholarly r
levels, and service to MIT and the pr
n i . D . h P a d l o h d l u o h s s e t a d i d n a C
beginning of the appointment period. The sear

onautics at Massachusetts Institute of T onautics and Astr
e-track faculty positions with a start date of September
ching for exceptional candidates in any discipline r
ehicles, Information, Computation, Humans and Automation,
ested in candidates who can e particularly inter e ar ems. WWe
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Note: Applications will be consider
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MIT is building a culturally diverse faculty
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from minority candidates.

ch is for a candidate to be hir beginning of the appointment period. The sear
e r e d i s n o c e b l l i w s l e v e l l l a t a s e t a d i d n a c
, curriculum vitae, 2-3 page statement of r Applications must include a cover letter
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ecommendation must be submitted dir ch.mit.edu. Letters of r
ch.mit.edu/letters.
eceived by December 15, 2013. e full consideration, complete applications should be r
ed complete only when both the applicant materials and at Note: Applications will be consider
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http://web.mit.edu

ed at the assistant ch is for a candidate to be hir
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ch and esear , curriculum vitae, 2-3 page statement of r
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eceived by December 15, 2013.
ed complete only when both the applicant materials and at
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scitech2O14courses
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Tenure-Track/Tenured Faculty Position
Aerospace Engineering
Te Department of Mechanical and Aerospace Engi-
neering at Rutgers University invites applications and
nominations for a tenure-track/tenured aerospace
engineering faculty position at the level of Assistant,
Associate or Full Professor beginning in January 2014.
Candidates with expertise in Aerospace Engineering
and Systems including fight mechanics, aerospace ve-
hicles, automated optimal design in aerospace systems,
experimental diagnostics in high speed fows, satel-
lite dynamics and control, unmanned aerial systems
including micro- nano- air vehicles and morphing
aerodynamics, aircraf and helicopter structures, air
breathing propulsion, space propulsion, space struc-
tures, space robotics, spacecraf controls and dynamics,
are highly encouraged to apply.
Candidates should demonstrate a capacity to develop a
nationally recognized and externally funded scholarly
research program. Excellence in teaching in Mechani-
cal and Aerospace Engineering undergraduate and
graduate programs is required. Te candidate will be
expected to develop both undergraduate and graduate
level courses in aerospace engineering, and must hold
an earned doctorate in Aerospace Engineering or a
closely related feld.
Te Mechanical and Aerospace Engineering (MAE)
Department has 28 full-time faculty with more than
600 undergraduate students and 170 graduate stu-
dents. Te MAE Department is one of seven within the
School of Engineering at Rutgers-New Brunswick, a
culturally and academically diverse environment with
more than 4,000 full-time faculty, 6,000 graduate stu-
dents and 41,000 undergraduate students.
Please submit your application at http://apply.interfo-
lio.com/22403. Applications should include a detailed
resume including the name and contact information
of at least three references, and a statement of research
and teaching interests. Applications will be reviewed
until the position is flled. Questions concerning the
position may be sent to maefsearch@jove.rutgers.edu

Rutgers University is an equal opportunity/afrmative
action/Title IX employer. All persons are invited to apply
regardless of race, color, gender, national origin, religion,
disability, or sexual orientation.
DEPARTMENT OF MECHANICAL AND
AEROSPACE ENGINEERING-DEPARTMENT CHAIR
Te College of Engineering and Computer Science at the University of Central Florida (UCF) solicits applications and
nominations for the position of Chair of the Department of Mechanical and Aerospace Engineering (MAE). A doctorate
in an appropriate engineering discipline or a closely related feld is required, as is a distinguished record of scholarship,
teaching, research funding, and professional visibility. Administrative experience is highly desirable. UCF is located on
a beautiful, modern campus in a suburban setting just outside Orlando. Enrollment is approximately 60,000 at the 2rd
largest university in the U.S. Te MAE Department is home to 26 full-time faculty, several lecturers and adjuncts, and a
Center for Advanced Turbines and Energy Research (CATER). Te reputation of the department is continually growing
with numerous faculty achievements including NSF CAREER awards, an ONR Young Investigator award, and fellowships
in professional societies. Te annual research expenditures of the department are nearly $6 million with funding from
both industries and government agencies. Areas of strength include energy, turbomachinery, biofuids, nanomaterials
and composites, manufacturing, and mechanical systems and control (www.cecs.ucf.edu/mae). Opportunities abound
for multidisciplinary research with other academic and research units at UCF, including the new College of Medicine
and several research centers at UCF. Opportunities for collaboration and industry partnership exist with Alstom, Harris,
Lockheed Martin, Pratt and Whitney, Progress Energy, SAIC, Siemens, and over 100 high-tech companies in a research
park near the UCF campus.

Te MAE Chair will provide leadership and vision that builds on the strengths of the department; identifes promising
new programs and initiatives; and encourages innovation, creativity, collaboration, and professional growth for the faculty,
staf, and students. Under the Chair's direction, the department is expected to participate in cutting-edge, multidisci-
plinary research and to contribute substantially to the growing reputation of the College of Engineering and Computer Sci-
ence (CECS) for excellence in research, education, and professional service. Applications must be submitted electronically
at: www.jobswithucf.com (Search Jobs > Keyword: 33396) and should include a cover letter; a complete CV; and a one-
page vision statement. Nominations may be sent to: Dr. Ranganathan Kumar (Ranganathan.Kumar@ucf.edu), Associate
Dean for Research, College of Engineering & Computer Science, University of Central Florida. P.O. Box 162993, Orlando,
Florida 32816-2993. Screening of applications will begin December 1, 2013. Te position is expected to be flled by August
2014. UCF is an Equal Opportunity/Afrmative Action employer.
Tenure-Track Faculty Position in Rotor Dynamics and Aeromechanics in Mechanical and Aerospace
Engineering Department at Te Ohio State University
Te Department of Mechanical and Aerospace Engineering at Te Ohio State University (http://mae.osu.edu/) invites applications from
individuals with outstanding credentials for a tenure-track Assistant Professor position in the area of rotor dynamics and aeromechan-
ics, specifcally with an interest in blade tip/shroud interactions and airfoil damping. Experimental experience in the technical area of
airfoil dynamics is preferred. Te successful candidate will participate in research activities related to advanced turbomachinery design
using high-speed facilities in the Gas Turbine Laboratory within the newly established Aerospace Research Center.
Qualifcations:
Candidates must have an earned doctoral degree in aerospace or mechanical engineering or a closely related feld. Te new faculty
member is expected to teach core undergraduate and graduate courses in the area of gas turbines and thermal/fuid sciences, develop
and sustain active industry and government sponsored research programs in rotor dynamics, aeromechanics and forced response.
Screening of applicants will begin immediately and continue until the position is flled. Interested candidates should upload complete
curriculum vitae, statements of research and teaching goals, and the names, address, and e-mail addresses of four references. Te website
link is http://www.mecheng.osu.edu/faculty_positions.
For details on the position or other related information, please contact:
Professor Mo Samimy
Chair, Search Committee Rotor Dynamics and Aeromechanics
Aerospace Research Center
2300 West Case Road
Columbus, Ohio 43235
samimy.1@osu.edu
To build a diverse workforce Ohio State encourages applications from individuals with disabilities, minorities, veterans, and women.
Ohio State is an EEO/AA Employer. Columbus is a thriving metropolitan community, and the University is responsive to the needs of
dual career couples.
For more information about the Department of Mechanical and Aerospace Engineering at OSU, please visit http://mae.osu.edu/.
Faculty Openings
Aeronautics & Astronautics
PURDUE UNIVERSITY
The School of Aeronautics & Astronautics (AAE) at Purdue University invites out-
standing individuals to apply for three open faculty positions at all ranks. AAE fac-
ulty members teach and conduct research in the broad disciplines of Aerodynamics,
Aerospace Systems, Astrodynamics and Space Applications, Dynamics and Control,
Propulsion, and Structures and Materials. Candidates with interests in these areas are
encouraged to apply. Applicants with expertise in one or more of the following areas
are especially sought: spacecraft design, space environments, satellites, attitude de-
termination and control of spacecraft; dynamics, systems and control with aerospace
applications; and aeroelasticity, structures prognostics, structural and material tech-
nologies for high Mach number aerospace vehicles, multifunctional structures and
materials, manufacturing of composite materials and structures.
Applicants should have a Ph.D. or equivalent doctoral level degree in aerospace
engineering or a closely related feld. The successIul candidate will have a distin-
guished academic record with exceptional potential to develop world-class teach-
ing and research programs. Also, the successful candidate will advise and mentor
undergraduate and graduate students in research and other academic activities and
will teach undergraduate and graduate level courses. To be considered for one of
the three tenured/tenure-track positions at the assistant, associate, or full professor
ranks, please submit a curriculum vitae, a statement on teaching and research in-
terests, and the names and addresses of at least three references to the College of
Engineering Faculty Hiring website,https://engineering.purdue.edu/Engr/AboutUs/
Employment/, indicating interest in AAE. Review of applicants begins on 11/15/13
and continues until the positions are flled. A background check will be required Ior
employment in this position.
Details about the School, its current faculty, and research may be found at the Purdue
AAE website (https://engineering.purdue.edu/AAE).
Purdue University is an Equal Opportunity/Equal Access/Afhrmative Action employ-
er fully committed to achieving a diverse workforce.
San Diego State University
Faculty Position
The Department of Aerospace Engineering invites applications for a tenure-track fac-
ulty position at the Assistant Professor level. A preference will be given to applications
in the general areas of fight mechanics and control and/or aerodynamics. Applicants
with a strong background in other areas of aerospace engineering are also encour-
aged to apply. The faculty member will be expected to develop a vigorous, externally
funded research program in his/her area of expertise, while teaching undergraduate
and graduate courses in Aerospace Engineering. Applicants must have an earned
PhD in Aerospace Engineering or a closely related feld. Recent graduates as well as
those with industrial or university experience are welcome to apply.
The department offers the BS and MS degrees in Aerospace Engineering and par-
ticipates in Joint Doctoral programs with UCSD and Claremont Graduate University.
Southern California offers exceptional opportunities for industrial research partner-
ships with its extensive aerospace industry. Additional information about the university
and department may be obtained at http://www.sdsu.edu and http://aerospace.sdsu.
edu. nitial review of applicants begins January 15, 2014, and will continue until the
position is flled. Expected start date is August 2014. Applicants should send (hard
copy or a PDF document) a detailed resume, a brief statement of research and teach-
ing interests, three recent publications and complete contact information for three ref-
erences to:
Professor Allen Plotkin
Chair, Faculty Search Committee
Department of Aerospace Engineering
San Diego State University
San Diego, CA 92182-1308
Contact info: 619-594-7019; aplotkin@mail.sdsu.edu
SDSU is an equal opportunity employer and does not discriminate against persons
on the basis of race, religion, national origin, sexual orientation, gender, gender iden-
tity and expression, marital status, age, disability, pregnancy, medical condition, or
covered veteran status. The person holding this position is considered a "mandated
reporter under the California Child Abuse and Neglect Reporting Act and is required
to comply with the requirements set forth in CSU Executive Order 1083 as a condition
of employment.
AEROSPACE
ENGINEERING AND
MECHANICS
UNIVERSITY OF
MINNESOTA
The Department of Aerospace
Engineering and Mechanics
seeks to fll a Iaculty position
in aerospace systems. Appli-
cations are invited in all areas
oI aerospace systems, particu-
larly in areas that complement
current research activities in
the department and are in line
with the university wide ini-
tiative on robotics, sensors,
manuIacturing, control and dy-
namical systems (MnDRIVE).
The successIul candidate will
participate in all aspects oI the
Department's mission, includ-
ing teaching at the undergradu-
ate and graduate levels and is
expected to develop an inde-
pendent, externally-Iunded re-
search program.
InIormation about the Depart-
ment is available at:
http://www.aem.umn.edu/
InIormation about MnDRIVE
Initiative is available at:
http://cse.umn.edu/mndrive
Application Deadline: The
initial screening oI applica-
tions will begin on December
1, 2013; applications will be
accepted until the position is
flled.
To Apply Visit:
http://www1.umn.edu/ohr/em-
ployment/index.html & Apply
to Req. #187201. Applications
are only accepted online.
The University oI Minnesota is
an equal opportunity educator
and employer.
FACULTY POSITION
The successful candidate will have a Ph.D. Aerospace Engineering or a
closely related discipline, interest in developing a quality undergraduate
educational program as well as, initiating sponsored research. The can-
didate has to demonstrate competence in some of the following areas:
a) Spacecraft dynamics, attitude estimation and control
b) Spacecraft structural analysis and design
c) Robotic system for space exploration
d) Spacecraft power and thermal management systems
e) Spacecraft system engineering and integration
The applicant should have excellent written and oral communication skill
in English and Spanish. Also, the applicant should be authorized to work
in the United States. Please send resume and academics credentials not
later than December 15, 2013:
Inter-American University of Puerto Rico
Bayamn Campus
Human Resources Offce
500 Road Dr. John Will Harris
Bayamn, PR 00957
Email: morti@bayamon.inter.edu
*Qualifed individuals with any disability, who needs assistance for the in-
terview, please contact the Human Resources Offce at (787)279-1912,
ext. 2015.
Women are encouraged to apply.
Inter American University of Puerto Rico is an Equal Employment
Opportunity & Affrmative Action Employer (M/F/H/V)
Assistant/Associate
Professor
The Department of Mechanical and
Aerospace Engineering (MAE) at Utah State
University invites applications for multiple
tenure-track faculty positions in 1)
astronautical engineering; 2) aeronautical
engineering; and 3) solid mechanics/
structures. Preference will be given to
candidates at the assistant professor level,
although exceptionally qualified candidates
may be considered at the associate professor
level. The department is particularly
interested in candidates with expertise and
research experience in space systems, orbit
determination, unmanned and micro-air
vehicles, aerodynamics, and aerospace
structures.
See http://jobs.usu.edu (Req. ID 054142)
for more information and to apply online.
AA/EOE
University of California, Los Angeles
Mechanical and Aerospace Engineering Department
Te Mechanical and Aerospace Engineering Department is accept-
ing applications to fll a full-time tenure track faculty position in
thermal science and engineering at the Assistant Professor level in
Mechanical and Aerospace Engineering (Tracking # 0205- 1314-
01). Exceptional candidates at the Associate or Full Professor level
may also be considered.
Applicants must hold a doctoral degree in engineering or a closely
related discipline. Te successful candidate will be responsible for
teaching undergraduate and graduate courses and for developing
a strong externally sponsored research program. We are inter-
ested in outstanding candidates who are committed to excellence
in teaching and scholarship and to a diverse campus climate. Te
University of California is an afrmative action/equal opportunity
employer.

Please apply by submitting your materials via our online applica-
tion form, https://recruit.apo.ucla.edu/apply/JPF00091. Applica-
tions will be accepted online while the submission site is open until
the position is flled. Do not send hard copies, as they will not be
processed or returned.

Two Positions in Mechanical
Engineering: (1) Assistant
Professor and (1) Lecturer

The Department of Mechanical
Engineering seeks dynamic scholars to
fill one tenure-track faculty position and
one lecturer position. The tenure track
position is sought to fill the program
area of experimental or computational
thermofluid sciences. The lecturer
position will be expected to teach
thermofluids courses and laboratories,
a measurements course, and/or basic
mechanics courses. In light of Baylors
strong Christian mission, each
successful applicant must have an
active Christian faith.

The positions will begin in August
2014. For complete information,
please visit:
www.ecs.baylor.edu/
mechanicalengineering/.

Baylor is a Baptist university affiliated
with the Baptist General Convention of
Texas. As an Affirmative Action/Equal
Employment Opportunity employer,
Baylor encourages minorities, women,
veterans, and persons with disabilities
to apply.
Te Department of Aerospace and Mechanical Engineering at the Uni-
versity of Southern California is seeking applications and nominations for
the position of Department Chair. Te candidate must have an outstand-
ing record of scholarly and technical achievements, a strong commitment
to engineering education, efective management and interpersonal skills,
and must be eligible for appointment at the full professor level. Excep-
tionally strong candidates will also be considered for appointment to an
endowed professorship. A PhD degree in aerospace or mechanical en-
gineering or a related feld is required. Applications should be received
preferably by December 2, 2013. Information about the department can
be found at http://ame-www.usc.edu.
Interested candidates should prepare an application package consisting of
their personal contact information; a curriculum vitae; a cover letter de-
scribing their technical qualifcations, thoughts on leadership, and their
vision of the feld in the future; and contact information for at least four
professional references. All material in the application package is to be
submitted electronically at:
http://ame-www.usc.edu/facultypositions/
Inquiries should be directed to the Search Committee Chair, Prof. Lucio
Soibelman at soibelman@usc.edu.
USC is an equal-opportunity/afrmative action employer. Women and under-
represented minorities are especially encouraged to apply.
Te Department of Aerospace and Mechanical Engineering at USC is seeking ap-
plications and nominations for two tenure-track or tenured faculty positions in
the area of thermo-fuids. Tough we particularly encourage applications in the
felds of combustion and fuid mechanics, consideration will be given to a broad
spectrum of outstanding candidates. We also encourage special applications from
more senior scholars who have a well-established academic record and whose ac-
complishments are leading/transforming their felds of study. Exceptionally strong
candidates will also be considered for appointment to an endowed professorship.
Applicants must have earned a Ph.D. or the equivalent in a relevant feld by the
beginning of the appointment and have a strong research and publication record.
Applications must include a letter clearly indicating area(s) of specialization, a de-
tailed curriculum vitae, a concise statement of current and future research direc-
tions, a teaching statement, and contact information for at least four professional
references. Tis material should be submitted electronically at http://ame-www.
usc.edu/facultypositions/. Early submission is strongly advised and encouraged as
the application review process will commence January 6, 2014.
Te USC Viterbi School of Engineering is among the top engineering schools in
the world. More than a third of its 177 tenured/tenure-track faculty members are
fellows of their respective professional societies and 35 afliated faculty members
have been elected to the National Academy of Engineering. Te School is home to
over 45 research centers and institutes. USC Viterbi faculty conducts research in
leading-edge technologies with annual research expenditures typically exceeding
$180 million.
Te University of Southern California values diversity and is committed to equal
opportunity in employment. Men, women and members of all racial and ethnic
groups are encouraged to apply.
Browse the opportunities
on our website at
peacecorps.gov/response
AIAA HEADQUARTERS
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To join AIAA; to submit address changes, mem-
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Customer Service: 800I639-AIAA|
AIAA Directory
NOVEMBER 2013
AIAA Meeting Schedule B2
AIAA News B5
AIAA Courses and Training B15
Program
AIAABulletin
AIAABulletin
On 18 September, Orbital Sciences` Antares rocket lifted off with the Cygnus com-
mercial cargo resupply craft at NASA Wallops Flight Facility. (Photo courtesy of
Lauren Appleton, AIAA)
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| U.S. only. International callers
should use 703/264-7500.
Addresses for Technical
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can be found on the AIAA Web
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Other Important Numbers: Aerospace Amer/ca / Greg Wilson, ext. 7596* AlAA Bu//eI/n / Christine Williams,
ext. 7500* AIAA Feundatien / Karen Thomas, ext. 7520* 8eek 8aIes / 800.682.AIAA or 703.661.1595, Dept. 415
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the staff liaison listed above with Section, Committee, Honors and Awards, Event, or Education information. They will review and forward the information to
the AIAA Bulletin Editor.
B2 AIAA BULLETIN / NOVEMBER 2013

2013
3-7 Nov| 22nd InternationaI Congress of MechanicaI Engineering - Ribeirao Preto, Brazil (Contact: Joao Luiz F. Azevedo,
COBEM 2013 joaoluiz.azevedo@gmail.com, www.abcm.org.br/cobem2013)
5-7 Nov| 8th InternationaI Conference SuppIy on the Wings Frankfurt, Germany (Contact: R. Degenhardt, +49 531 295
3059, Richard.degenhardt@dlr.de, www.airtec.aero)
2014
11 Jan 1st AIAA Sonic Boom Prediction Workshop National Harbor, MD
11 Jan Low ReynoIds Number Workshop National Harbor, MD
11-12 Jan Decision AnaIysis National Harbor, MD
12 Jan Introduction to Integrated ComputationaI MateriaIs Engineering National Harbor, MD
13-17 Jan AIAA SciTech 2014 National Harbor, MD 5 Jun 13
(AIAA Science and TechnoIogy Forum and Exposition 2014)
Featuring:
22nd AIAA/ASME/AHS Adaptive Structures Conference
52nd AIAA Aerospace Sciences Meeting
AIAA Atmospheric FIight Mechanics Conference
AIAA Guidance, Navigation, and ControI Conference
AIAA ModeIing and SimuIation TechnoIogies Conference
10th AIAA MuItidiscipIinary Design Optimization SpeciaIist Conference
16th AIAA Non-Deterministic Approaches Conference
AIAA Spacecraft Structures Conference (formerIy the AIAA Gossamer Systems Forum)
55th AIAA/ASME/ASCE/AHS/ASC Structures, StructuraI Dynamics, and MateriaIs Conference
7th Symposium on Space Resource UtiIization
32nd ASME Wind Energy Symposium
26-30 Jan| 24th AAS/AIAA Space FIight Mechanics Meeting Santa Fe, NM 2 Oct 13
Contact: http://www.space-flight.org/docs/2014_winter/2014_winter.html
27-30 Jan| AnnuaI ReIiabiIity and MaintainabiIity Colorado Springs, CO (Contact: Jan Swider,
Symposium (RAMS) 2014 818.586.1412, jan.swider@pwr.utc.com)
Feb-June Advanced ComputationaI FIuid Dynamics Home Study
Feb-June ComputationaI FIuid TurbuIence Home Study
Feb-June Introduction to ComputationaI FIuid Dynamics Home Study
Feb-June MissiIe Design and System Engineering Home Study
Feb-June Spacecraft Design and Systems Engineering Home Study
2-6 Feb| American MeteoroIogicaI Society AnnuaI Meeting Atlanta, GA (Contact: Claudia Gorski, 617.226.3967,
cgorski@ametsoc.org, http://annual.ametsoc.org/2014/)
1-8 Mar| 2014 IEEE Aerospace Conference Big Sky, MT (Contact: Erik Nilsen, 818.354.4441,
erik.n.nilsen@jpl.nasa.gov, www.aeroconf.org)
24-26 Mar| 49th InternationaI Symposium of AppIied Aerodynamics Lille, France (Contact: Anne Venables, 33 1 56 64 12 30,
secr.exec@aaaf.asso.fr, www.3af-aerodynamics2014.com)
30 Apr 2014 Aerospace SpotIight Awards GaIa Washington, DC
5-9 May SpaceOps 2014: 13th InternationaI Conference on Space Operations Pasadena, CA 5 Aug 13
26-28 May 21st St. Petersburg InternationaI Conference on Integrated St. Petersburg, Russia (Contact: Prof. V. Peshekhonov,
Navigation Systems +7 812 238 8210, icins@eprib.ru, www.elektropribor.spb.ru)
5 Jun Aerospace Today ... and Tomorrow: An Executive Symposium Williamsburg, VA
DATE
MEETING
(Issue of AIAA Bulletin in
which program appears)
LOCATION ABSTRACT
DEADLINE
DATE MEETING
(Issue of AIAA Bulletin in
which program appears)
LOCATION ABSTRACT
DEADLINE
AIAA BULLETIN / NOVEMBER 2013 B3
16-20 Jun AVIATION 2014 Atlanta, GA 14 Nov 13
(AIAA Aviation and Aeronautics Forum and Exposition)
Featuring:
20th AIAA/CEAS Aeroacoustics Conference
30th AIAA Aerodynamic Measurement TechnoIogy and Ground Testing Conference
AIAA/3AF Aircraft Noise and Emissions Reduction Symposium
32nd AIAA AppIied Aerodynamics Conference
AIAA Atmospheric FIight Mechanics Conference
6th AIAA Atmospheric and Space Environments Conference
14th AIAA Aviation TechnoIogy, Integration, and Operations Conference
AIAA BaIIoon Systems Conference
AIAA FIight Testing Conference
7th AIAA FIow ControI Conference
44th AIAA FIuid Dynamics Conference
20th AIAA InternationaI Space PIanes and Hypersonic Systems and TechnoIogies Conference
11th AIAA/ASME Joint Thermophysics and Heat Transfer Conference
21st AIAA Lighter-Than-Air Systems TechnoIogy Conference
15th AIAA/ISSMO MuItidiscipIinary AnaIysis and Optimization Conference
AIAA ModeIing and SimuIation TechnoIogies Conference
45th AIAA PIasmadynamics and Lasers Conference
7th AIAA TheoreticaI FIuid Mechanics Conference
2227 Jun| 12th InternationaI ProbabiIistic Safety Assessment Honolulu, H (Contact: Todd Paulos, 949.809.8283,
and Management Conference secretariat@psam12.org, www.psam12.org)
15-18 Jul| ICNPAA 2014 - MathematicaI ProbIems in Engineering, Narvik University, Norway (Contact: Seenith Sivasundaram,
Aerospace and Sciences 386.761.9829, seenithi@aol.com, www.icnpaa.com)
28-30 Jul PropuIsion and Energy 2014 Cleveland, OH 14 Jan 14
(AIAA PropuIsion and Energy Forum and Exposition)
Featuring:
50th AIAA/ASME/SAE/ASEE Joint PropuIsion Conference
12th InternationaI Energy Conversion Engineering Conference
2-10 Aug| 40th Scientific AssembIy of the Committee on Space Research Moscow, Russia
(COSPAR) and Associated Events http://www.cospar-assembly.org
5-7 Aug SPACE 2014 San Diego, CA 21 Jan 14
(AIAA Space and Astronautics Forum and Exposition)
Featuring:
AIAA/AAS Astrodynamics SpeciaIist Conference
AIAA CompIex Aerospace Systems Exchange
32nd AIAA InternationaI Communications SateIIite Systems Conference
AIAA SPACE Conference
712 Sep| 29th Congress of the InternationaI CounciI St. Petersburg, Russia 15 JuI 13
of the AeronauticaI Sciences (ICAS) (Contact: www.icas2014.com)
For more information on meetings listed above, visit our website at www.aiaa.org/calendar or call 800.639.AIAA or 703.264.7500 (outside U.S.).
|Meetings cosponsored by AIAA. Cosponsorship forms can be found at https://www.aiaa.org/Co-SponsorshipOpportunities/.
AIAA Continuing Education courses.
An essential driver of economic growth and stability, the aviation
enterprise is in a phase of evolving business models, increased efciency
demands, emerging manufacturing methods, and constantly evolving
technology integration. These trends offer unprecedented opportunities
and challenges for new capabilities that could transform the way we
utilize this critical asset.
The AIAA Aviation and Aeronautics Forum and Exposition (AVIATION
2014) will build on the foundation of the 2013 event to stimulate thought-
provoking conversations among industry leaders and the engineering and
technical professionals that develop and operate aviation systems.
FEATURING:
Over 125 technical topics in these focused areas:
Environmental Impact of Aerospace Systems
Measuring, Testing, and Validation of Aerospace Systems
Aerodynamic, Fluids, and Thermal Sciences
Design and Optimization of Aerospace Vehicles
Aerospace Systems, Operations, and Life Cycle
MORE THAN 2,500 PARTICIPANTS from across all facets of the aviation
enterprise who are shaping the future of ight.
MORE THAN 18 TECHNICAL CONFERENCES in one location addressing the
broad spectrum of applied science and aviation technologies
MORE THAN 6,000 SQUARE FEET OF EXPOSITION space displaying the
latest in technological innovation.
1620 JUNE 2014 ATLANTA, GA
NEW! ITAR
SESSIONS
Sponsored by
13-92
Organized by
www.aiaa.org/AVIATION2014CFP
ABSTRACT SUBMISSION DEADLINE
14 NOVEMBER 2013
REFRESHING THE PIPELINE
Michael Griffin, AIAA President
Those of us who try to think of some-
thing useful to say in The Corner
Office every month have, over the
last year or so, commented quite
frequently and in various ways on the
changes that have taken place in our
profession, and how we are trying to
reshape our Institute to reflect and
adapt to those changes. We hope we
are getting it right. Whether we are
or not, we won`t know for awhile, and in the end the answers will
be found in our membership statistics. I think by now we are all
aware that our membership has been gradually declining over the
last few years. While we are still by far the largest society of aero-
space professionals in the world, we`re going in the wrong direc-
tion, and the trend line is not starting from a position that is truly
healthy. We are a society that has more members over 60 than
under 40. If you care about the aerospace profession and about
AIAA (and if you are reading this column, it is quite likely that you
do), this one fact offers cause for real concern. There is just no
way to look at that statistic and feel good about it.
I won`t belabor the things we who presently manage the Institute
are doing to reverse our declining membership trend. Some of us
are volunteers and some of us are salaried professional staff, but
we are united in our dedication to the Institute, the profession, and
the future of both. We`ve talked about some of these initiatives in
past columns and will be doing so again. In this column, I want to
take a different course. I want to talk about what you, personally,
can do to help. Protecting and growing the Institute cannot be a
spectator sport. We need you on the playing field.
Whatever else might need to be done to refresh AIAA, to main-
tain our society`s relevance to the profession (and people of good
will do disagree about those things), we are united in our under-
standing that our demographics must change. We must attract,
and then we must keep, both student members and the young
professionals they become after they graduate and join the work-
force. We simply are not doing it; indeed, the largest "jump" in our
membership statistics occurs within a few years after graduation,
when a typical young aerospace professional decides that he or
she no longer needs to maintain membership in AIAA. With the
cost of that membership being no more than a couple of tankfuls
of gasoline, it is difficult to believe that a commitment to AIAA is
unaffordable for a typical aerospace professional. It seems more
likely that we`re just not offering any real value to our younger
members. We as members of the still-premiere aerospace profes-
sional society are simply not connecting with enough of them in
their professional lives.
So what can you do to help? I can think of a bunch of things,
and I have absolutely no doubt that you can think of more. But for
starters, how about:
Taking a few of the younger professionals where you work to
lunch once a month, ask them about their commitment to AIAA,
discuss with them the value you have seen over the years in
being a part of the Institute, and listen and learn from them
what they might like to find in their AIAA membership.
Contacting your nearest AIAA Student Section, and asking
them what sort of contribution you might be able to make to
their next meeting or event.
Reaching out to your local middle school or high school, find
out when they do their unit on aeronautics and/or space, and
offering a presentation on what you and your colleagues do at
your company, laboratory, university, or government agency.
If you`re a pilot, or know a cooperative pilot (and a very large
fraction of us either are or do), arranging with your local
Student Section to meet at the airport and show them how the
lessons in their textbooks are applied to real-world airplane
design, and how there are a lot of things about airplanes that
aren`t written down in books!
If you`re in management, helping a young professional to get
travel funds to attend an AIAA conference.
How about trying just one or two of these things, or an even
better idea of your own, a couple of times a year? These are
things you can do, things that can only help. If we all, each and
every one of us, made a point of this, and if each effort added or
retained only one AIAA member, we`d be headed to the future
with our membership going in the right direction.
If you have other ideas on how to help, send them to Sandy
(sandym@aiaa.org), so that we can share them with the other
members in a future article.
Prof. Joseph T. Verdeyen (right) of the University of Illinois at Urbana-Champaign
receives the AIAA Plasmadynamics and Lasers Award from David L. Carroll (left).
The award recognizes Prof. Verdeyen for major contributions in the fields of gas
and semiconductor lasers, plasma discharge technologies, and the mentoring of
young engineers and scientists.
New Lectureship in
Seeks Nominees!
The Yvonne C. Brill Lectureship in Aerospace
Engineering has been established in the
memory of Yvonne Brill, pioneering rocket sci-
entist, AIAA Honorary Fellow, and NAE mem-
ber. Nominations are now being solicited for
the inaugural lectureship in September 2014.
The ideal nominee should have a distinguished
career involving significant contributions in
aerospace research and/or engineering and
will be selected based on technical expertise,
originality, and influence on other important
aerospace issues such as ensuring a diverse
and robust engineering community. NAE or
AIAA members are eligible to place a nomina-
tion. Contact carols@aiaa.org to request the
nomination form. Nominations are due to AIAA
on or before 15 December 2013.
1387
2830 JULY 2014 CLEVELAND, OHIO
www.aiaa.org/propulsionenergy2014
#aiaaPropEnergy
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AIAA LONG ISLAND SECTION VICE CHAIR
VOLUNTEERS AT MAKER FAIRE
On 22 September, Gregory Homatas, AIAA Vice Chair of the
AIAA Long Island Section, volunteered as part of the Engineers
Without Borders NY Chapter representation at Maker Faire
in Queens` Flushing Meadow Park at the Hall of Science.
Engineers Without Borders is comprised of members from a
number of societies such as ASCE, ASME, and AIAA who vol-
unteer their time to develop and implement low-cost engineering
solutions for real-world problems in third-world countries. Maker
Faire is a national worldwide festival of innovators, tinkerers,
and techno geeks that sell, display, and demonstrate their wares
involving technologies such as robotics and 3D printing among
many others. Other exhibits were compressed air rockets and
rocket gliders developed by various firms. They had tables of
youngsters building them, learning about assembly, and flying
their creations using a compressed air piston arrangement.
Maker Faire is a great festival for youngsters who are inter-
ested in science or whom you want to encourage an interest in
science, technology, engineering, and mathematics. IEEE Long
Island Section had a display table and Microsoft and NASA
Ames had exhibits at this festival which drew big crowds.
The project displayed by Engineers Without Borders at Maker
Faire was a low-budget solution to aerial photography. The
project was located in Balang, Cambodia, and they needed
a low-cost solution for water planning in terms of building a
new dam to provide irrigation water and therefore food in that
third-world country after an earthen levee was destroyed dur-
ing the 2000 rainy season. Helium for weather balloons was
very expensive and not available, so a kite was rigged with a
point-and-shoot camera and an off-the-shelf proportional remote
control. This allowed the team to take photos and aerial map the
area needed. The remote-controlled camera drew an interest
from onlookers at Maker Faire when they realized its capability
to solve a real-world problem where resources are scarce. See
the following websites for additional information on the project:
http://balang.ewbny.org and https://www.engineeringforchange.
org/news/2011/07/04/do_it_yourself_aerial_photography_a_guid-
ed_tour.html
It was quite enjoyable chatting with visitors regarding engi-
neering and the project and giving back to the community in the
effort that there would be some youngsters that will be possibly
interested in an engineering career.
AIAA webinars are available for on-demand playback:
* Advonced Composlle Molerlols ond Slruclures
* CADAC++ Fromework lor Aerospoce Slmulollons
* Fllghl Dynomlcs ond Elnslelns Covorlonce Prlnclple
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contributions to the projects you work on or lead.
13-62
ON-DEMAND WEBINARS
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AIAA NJIT GLIDER-BUILDING CHALLENGE
Rayon Williams, Student Branch Chair, NJIT, and Dr. Edward Dreizin,
Chapter Advisor, NJIT
The AIAA New Jersey Institute of Technology (NJIT) Graduate
Chapter, in conjunction with the AIAA Northern New Jersey
Section, hosted a two-day glider-building event and competi-
tion at NJIT. This was the first event of this kind held on NJIT
campus, aimed at stimulating the creative skills and ingenu-
ity of our graduate and undergraduate students. Participants
were required to register online for the event, after which they
received a glider-building manual and rules of the competition
prepared by the AIAA NJIT Graduate Chapter`s executive board.
The major limitation imposed was on the wing span of the glid-
ers with the maximum allowable length of 18 inches. Teams
consisting of a maximum of two students or individuals were
allowed to enter the competition for two top prizes. Prizes were
awarded for the best glider design and the glider traveling the
longest distance.
The building of gliders by the participating students was con-
ducted on 21 September. There was a 30-minute safety session
held on the use of sharp instruments and tools used in the con-
struction of the gliders. Participants were provided all the nec-
essary materials: balsawood, craft knives, glue, markers, sand
paper, rulers, and pencils for building their gliders. Participants
received guidance from members of the AIAA NJIT Graduate
Chapter`s executive board. A total of 11 gliders were built by 8
individual participants and 3 teams.
To ensure that the glued components of the gilders had suffi-
cient time to dry, the design and fly-off competition was held two
days later on 23 September, at the upper green of NJIT campus
with sufficient flying space. Raymond Trohanowsky (Chair, NNJ
Section), Professor Ravindra (NJIT Physics Department), and
Professor Mani (NJIT Department of Mechanical and Industrial
Engineering) were invited as guest judges for the design compe-
tition. They assessed the gliders based on several criteria with a
maximum possible score of 100. The majority of the points were
awarded based on creativity, ingenuity, and quality of finish-
ing. The winning glider for the design portion of the competition
was built by Gustavo Alvarez and Toha Poveda (Mechanical
Engineering graduate students) and the runner-up in the design
challenge was Nellone Reid (Chemical Engineering graduate
student). Winners received a gift card ($50) and certificate and
the runner-up was presented an AIAA NJIT T-shirt.
After the competition of the design section, we transitioned
into the fly-off. Each team/individual was given three attempts
at launching the gliders with the maximum distance of the three
being recorded. The winning glider travelled a distance of 62
ft, again built by Gustavo Alvarez and Toha Poveda, travelling
only 6 inches farther than the second place glider that was built
by Kevin Nyamangorora (Mechanical Engineering graduate
student). The publicity from this event is expected to encourage
enrollment of students to the AIAA NJIT student chapter.
Overall, the glider-building challenge conducted by the stu-
dents of the AIAA Graduate Chapter was well attended and
well received by the NJIT community. This event showcased
the individual talents of the participating students and their suc-
cess in the glider fly-off event is a testament to their skills. This
event provided the chapter with a platform to communicate the
message of the AIAA community. Based on the success of the
event, the NJIT AIAA Graduate Chapter is proud to host an
annual glider-building challenge in the years to come.
CaII for Nominations!
The AIAA Foundation Board of Trustees invites you to
nominate your colleagues, teams, programs, or orga-
nization for the highest award presented by the AIAA
Foundation Board of Trustees to recognize excellence
within the aerospace community. The 2014 award
will be presented on 30 April 2014 during the AIAA
Aerospace Spotlight Awards Gala. For further details,
see Aerospace America, page 15.
Judges at work (top left); Raymond Trohanowsky accepting certificate
of appreciation on behalf of AIAA North New Jersey Section (top right);
competition winners, chapter advisor, and chapter president (center); and
students participating during the flyoff (bottom).
NJIT Executive Board (top), and students at work during the building
session on 21 September.
57 AUGUST 2014 SAN DIEGO, CALIFORNA
Sign up for email alerts at
www.aiaa.org/space2014
#aiaaSpace
JOIN US AS WE SEARCH FOR
THE NEXT IMPOSSIBLE THING
13-89
CALL FOR PAPERS OPENS
DECEMBER 2013
ALSO FEATURING
AIAA/AAS ASTRODYNAMICS SPECIALIST CONFERENCE
AIAA COMPLEX AEROSPACE SYSTEMS EXCHANGE
32ND AIAA INTERNATIONAL COMMUNICATIONS SATELLITE
SYSTEMS CONFERENCE
Electric Propulsion Best Paper
AIAA 2012-3789, "Design of a Laboratory Hall Thruster with
Magnetically Shielded Channel Walls, Phase III: Comparison of
Theory with Experiment," Ioannis Mikellides, Ira Katz, Richard
Hofer, and Dan Goebel, Jet Propulsion Laboratory.

Fluid Dynamics Best Paper
AIAA 2012-0086, "Investigation Of Aspect Ratio And Dynamic
Effects Due To Rotation For A Revolving Wing Using High-
Fidelity Simulation," Daniel Garmann and Miguel Visbal, ARFL;
and Paul Orkwis, University of Cincinnati.
Gossamer Systems Best Paper
AIAA 2012-1746, "Heliogyro Blade Twist Control via
Reflectivity Modulation," Daniel Vernon Guerrant and Dale A.
Lawrence, University of Colorado-Boulder; and William Keats
Wilkie, NASA Langley Research Center.
Ground Testing Best Paper
AIAA 2012-3318, "High Reynolds Number Active Blowing
Semi-Span Force Measurement System Development," Keith
Lynn, Ray Rhew, Michael Acheson, Gregory Jones, William
Milholen, and Scott Goodliff, NASA Langley Research Center.
Guidance, Navigation, and Control Best Paper
AIAA Paper 2012-4622, "Experimental Demonstration of Multi-
Agent Learning and Planning under Uncertainty for Persistent
Missions with Automated Battery Management," N. Kemal Ure,
Tuna Toksoz, Joshua Redding, Jonathan How, Massachusetts
Institute of Technology; Girish Chowdhary, Oklahoma State
University; Matthew Vavrina & John Vian, The Boeing Company.
Guidance, Navigation, & Control Graduate Student Best
Paper
AIAA 2013-5173, "Adaptive Model-Independent Tracking of
Rigid Body Position and Attitude Motion with Mass and Inertia
Matrix Identification using Dual Quaternions," Nuno Filipe,
Georgia Institute of Technology; and Panagiotis Tsiotras,
Georgia Institute of Technology.
Harry H. and Lois G. Hilton Student Paper in Structures
AIAA 2013-1619, "Quantifying Effects of Voids in Woven
Ceramic Matrix Composites," Marlana B. Goldsmith, Bhavani V.
Sankar, and Raphael T. Haftka, University of Florida, Gainesville;
and Robert K. Goldberg, NASA Glenn Research Center.
High Speed Air Breathing Propulsion Best Paper
AIAA 2012-4263, "Low-Dissipation Advection Schemes
Designed for Large Eddy Simulations of Hypersonic Propulsion
Systems," Jeffery White and Robert Baurle, NASA Langley
Research Center; Travis Fischer, Sandia National Laboratories;
Jesse Quinlan, National Institute of Aerospace; and William
Black, Purdue University.
Space History, Society, and Policy Student Paper
AIAA 2013-5304, "Review of Recent U.S. Human Space
Exploration Plans Beyond Low Earth Orbit," Patrick Chai, Sean R.
Currey, & Christopher A. Jones, Georgia Institute of Technology.
Hybrid Rockets Best Paper
AIAA 2012-4199, "Development and Testing of the
Regeneratively Cooled Multiple Use Plug Hybrid (for) Nanosats
(MUPHyN) Motor," Shannon Eilers, Stephen Whitmore, and
Zachary Peterson, Utah State University.
Hybrid Rockets Best Student Paper
AIAA 2012-4310, "Design and Development of a Thrust
Vector Controlled Paraffin/Nytrox Hybrid Rocket," Laura
Simurda, Keith Stober, Adrien Boiron, Katrina Rachel Hornstein,
Elizabeth Jens, and Alex Fletcher, Stanford University.
2013 BEST PAPERS
During 2013, the following papers were selected as a "Best
Paper." Authors were presented with a certificate of merit at a
technical conference. Congratulations to each author for achiev-
ing technical and scientific excellence!
Aerodynamic Measurement Technology Best Paper
AIAA 2013-0033, "NO PLIF Visualization of the Orion capsule
in LENS-I," Chris Combs and Noel Clemens, The University of
Texas at Austin; Paul M Danehy and Brett Bathel, NASA Langley
Research Center; Ronald Parker, Tim Wadhams, Michael Holden,
CUBRC; and Benjamin Kirk, NASA Johnson Space Center.
Aerospace Power Systems Best Paper
AIAA 2012-3892, "Long-Lived Venus Lander Thermal Manage-
ment System Design," Rebecca Hay, Andrew Slippey, Calin
Tarau, and William Anderson, Advanced Cooling Technologies.
Aerospace Power Systems Best Student Paper
AIAA 2012-4048, "Carbon Nanotube Arrays for Enhanced
Thermal Interfaces to Thermoelectric Modules" Kimberly Saviers,
Stephen Hodson, and Timothy S. Fisher, Purdue University;
James R. Salvador, General Motors Research and Development
Center; and Linda Kasten, Air Force Research Laboratory.
Air Breathing Propulsion Systems Integration Best Paper
AIAA 2012-0275, "Addressing Corner Interactions Generated
by Oblique Shock-Waves In Unswept Right-Angle Corners and
Implications for High-Speed Inlets," Dan Baruzzini, Daniel Miller,
and Neal Domel, Lockheed Martin Aeronautics Company.
American Society for Composites Student Paper in
Composites Award
AIAA 2013-1879, "Fatigue of Metal-Composite Joints with
Penetrative Reinforcement," Philip N. Parkes, Richard Butler,
and Darryl Almond, University of Bath.
ASME/Boeing Best Paper
AIAA 2012-1464, "Wind Tunnel Test of a Very Flexible Aircraft
Wing," Robert T. Britt and Daniel Ortega, Boeing Research &
Technology; John McTigue, Boeing Defense, Space & Security;
and Matthew J Scott, NextGen Aeronautics Inc.
ASME Propulsion Best Paper
AIAA 2012-4004, "A Novel High Temperature Non-Contact
Dynamic Seal," Pete Crudgington, Rodney Cross, and Edward
Cross, Cross Manufacturing Company
Atmospheric Flight Mechanics Best Paper
AIAA 2013-0332, "Wing Velocity Control System for Testing
Body Motion Control Methods for Flapping Wing MAVs," Michael
Oppenheimer, David Doman, & Ben Perseghetti, Air Force Research
Laboratory; David Sigthorsson, General Dynamics Corporation; and
Isaac Weintraub, General Dynamics Information Technology.
Atmospheric Flight Mechanics Best Student Paper
AIAA 4013-4509, "Impact Point Model Predictive Control of
a Spin-Stabilized Projectile with Instability Protection," Matthew
Gross and Mark Costello, Georgia Institute of Technology; and
Frank Fresconi, Army Research Laboratory.
Collier Research HyperSizer/AIAA Structures Best Paper
AIAA 2012-1462, "Nonlinear Analysis of Prandtl Plane Joined
Wings. Part II-Effects of Anisotropy," Rauno Cavallaro, Luciano
Demasi, and Andrea Passariello, San Diego State University.
David Weaver Thermophysics Best Student Paper
AIAA 2012-3311, "Large Eddy Simulations of the
Hydrodynamic and Thermal Fields from a Cylindrical Film
Cooling Hole," Lucky Tran, Perry Johnson, and Jayanta Kapat,
University of Central Florida.
Intelligent Systems Student Paper
AIAA 2013-5045, "Sensitivity of Trajectory Prediction Accuracy to Aircraft Performance
Uncertainty," Enrique Casado and Colin Goodchild, University of Glasgow; and Miguel
Vilaplana, The Boeing Company.
Intelligent Systems Best Paper
AIAA 2012-2431, "A Uniprocessor Scheduling Policy for Non-Preemptive Task Sets with
Precedence and Temporal Constraints," Matthew Gombolay and Julie Shah, Massachusetts
Institute of Technology.
Jefferson Goblet Student Paper
AIAA 2013-1595, "Fold Line Based on Mechanical Properties of Crease in Wrapping Fold
Membrane," Yasutaka Satou and Hiroshi Furuya, Tokyo Institute of Technology.
Liquid Propulsion Best Paper
AIAA 2012-3867, "Investigation of the API-Injection Concept in a LOX/LH2 Combustion
Chamber at GG/PB Operation Conditions," Dimitry Suslov and Jan Deeken, German Aerospace
Center (DLR); and Oskar Haidn, Technical University Munich.
Lockheed Martin Student Paper in Structures
AIAA 2013-1612, "Interlaminar Fracture Toughness of Laminated Woven Composites
Reinforced with Aligned Nanoscale Fibers: Mechanisms at the Macro, Micro, and Nano
Scales," Sunny S. Wicks and Brian L. Wardle, Massachusetts Institute of Technology.
Modeling and Simulation Best Papers
AIAA 2012-4947, "Development and Testing of an Adaptive Motion Drive Algorithm for Upset
Recovery Training," Shuk Fai (Eska) Ko and Peter Grant, University of Toronto Institute for
Aerospace Studies.
AIAA 2012-5012, "A Multi-Scale Simulation Methodology for the Samarai Monocopter UAV,"
Borna Josip Obradovic, Gregory Ho, Rick Barto, Kingsley Fregene, and David Sharp, Lockheed
Martin Advanced Technology Labs.
Nuclear and Future Flight Propulsion Best Paper
AIAA 2012-3860, "Faster-Than-Light Space Warps, Status and Next Steps," Eric W. Davis,
Institute for Advanced Studies at Austin.
Plasmadynamics and Lasers Best Paper
AIAA 2013-0922, "Flame Propagation Enhancement of Ethylene by Addition of Ozone,"
Matthew Pinchak and Ephraim Gutmark, University of Cincinnati; Timothy Ombrello and Campbell
Carter, Air Force Research Laboratory; and Viswanath Katta, Innovative Scientific Solutions, Inc.
Plasmadynamics and Lasers Best Student Paper
AIAA 2012-0822, "Fundamental Processes of DBD Plasma Actuators Operating at High
Altitude," Alexander Duchmann, Bernhard Simon, Philip Magin, Cameron Tropea, and Sven
Grundmann, Technical University of Darmstadt.
Propulsion and Combustion Best Paper
AIAA 2012-1272, "Influence of Steam Dilution on NOx Forma-tion in Premixed Natural Gas
and Hydrogen Flames," Sebastian Goke and Christian Paschereit, Hermann-Fottinger Institute.
Shahyar Pirzadeh Memorial Award for Outstanding Paper in Meshing Visualization
and Computational Environments
AIAA 2012-0160, "An Automated Adaptive Mesh Refinement Scheme for Unsteady Aerodynamic
Wakes," Sean Kamkar & Andrew Wissink, Army Research, Development and Engineering Command.
Solid Rockets Best Paper
AIAA 2012-3825, "Theoretical Investigation of Parietal Vortex Shedding in Solid Rocket
Motors," Germain Boyer, Gregoire Casalis, and Jean-luc Estivalezes, ONERA.
Space Architecture Best Paper
AIAA 2012-5153, "Mockups 101: Code and Standard Research for Space Habitat Analogues,"
Marc Cohen, Palo Alto, California.
Terrestrial Energy Best Paper
AIAA 2013-0736, "Tangential Velocity Effects and Correlations for Blow-Off and Flashback in
a Generic Swirl Burner and the Effect of a Hydrogen Containing Fuel," Nicholas Syred, Anthony
Giles, Jonathan Lewis, Augustin Valera-Medina, Philip Bowen, and Anthony Griffiths.
Thermophysics Best Paper
AIAA 2013-0304, "An Equilibrium Ablation Boundary Condition for the Data-Parallel Line-
Relaxation Code," Matthew MacLean, CUBRC.
Young professional
Sophia Bright on making the
commitment to
Lifetime Membership:
AIAA has provided a
great outlet for
leadership opportunities
and networking I
would not necessarily
get at my job.
Any AIAA member, from the
newly graduated to the retired,
can become a Lifetime Member.
Locking in dues now can save
you money over the course of
your career! The cost is $1,650*,
equivalent to 15 years of annual
dues, and several convenient
payment plans are available.
(*$1,800 for Associate Fellows;
$2,100 for Fellows)
Join with over 1000
other members who
have used their
Lifetime Membership
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contacts, enrich
their knowledge,
and advance
their careers.
Prices effective through 31 October 2013
For more information, contact
Customer Service at custserv@aiaa.org,
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or 703.264.7500
13-0147_1/3
1
3
-
0
2
0
4
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1
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: xed-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
denitive 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 tomorrows designers to learn from
the experience of many who have gone before
them.
Dr. Rob McDonald, California Polytechnic
State University at San Luis Obispo
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Grant E. Carichner and Leland M. Nicolai
April 2013, 984 pages, Hardback
ISBN: 978-1-60086-898-6
List Price: $119.95
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 benet 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 congurations; 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. CARICHNERS 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 congurations. 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 Presidents Award. He is currently a Lockheed
Martin Fellow at the Skunk Works.
Order 24 hours a day at arc.aiaa.org
Fundamentals of Aircraft and Airship Design,
Volume 2 Airship Design and Case Studies
Mr. Kraemer wrote several books, including Rocketdyne:
Powering Humans into Space and Beyond the Moon: A Golden
Age of Planetary Exploration 1971-1981. He received the NASA
Distinguished Service Medal.
AIAA Associate Fellow Murray Died in August
Bruce C. Murray, a former director of the Jet Propulsion
Laboratory (JPL), who was a proponent of space exploration and
among the first to emphasize the use of photography of other
planets, died 29 August. He was 81.
Dr. Murray received three degrees from M.I.T., including
a Ph.D. in geology in 1955. He was a petroleum geologist in
Louisiana before serving as a scientist with the Air Force in the
late 1950s.
He began working for the JPL in 1960, while serving as a
geology professor at the California Institute of Technology. As
part of the scientific team that launched the Mariner series of
missions to Mars and other planets in the 1960s and 1970s,
Dr. Murray highlighted the use of photography in space sci-
ence. Mariner 4 transmitted pictures of the terrain of Mars back
to Earth in 1965, the first time images of the surface of another
planet had been seen. Dr. Murray used the images to develop
a geological history of Mars. In the early 1970s he was the top
scientist of the Mariner 10 mission, which photographed Venus
and Mercury.
In 1979 Dr. Murray and Carl Sagan founded the Planetary
Society, which seeks to raise awareness of space science. Dr.
Murray was president of the organization for five years after
Sagan`s death in 1996.
Dr. Murray was director of JPL from 1976 to 1982. After leav-
ing JPL, he returned to Caltech, where he taught until 2002. He
also worked on joint U.S. space ventures with the Soviet Union,
Japan, and China.
Dr. Murray was the author of several books, including Journey
Into Space: The First Thirty Years of Space Exploration (1989).
In 1977, he received the AIAA Space Science Award and he
gave the von Krmn Lectureship in Astronautics ("Exploring the
Planets: Where Next?") in 1981.

AIAA Fellow Oskar M. Essenwanger Died in September
Dr. Oskar M. Essenwanger, age 93,
passed away on 14 September.
Dr. Oskar Essenwanger, a native of
Germany, was a well-known scientist. He
received numerous prestigious awards
over his lifetime. He was a fellow of AMS
and AIAA.
AIAA Fellow Holloway Died in September
PauI F. HoIIoway, 75, passed away on 15 September.
After graduation from Virginia Tech, Mr. Holloway joined the
staff of NASA Langley Research Center as an aeronautical engi-
neer conducting research into hypersonic flight. From this start
as a researcher, Mr. Holloway had a distinguished career with
significant technical and management contributions, retiring as
the Director of Langley Research Center in 2002.
In recognition for his many contributions to the national aero-
space effort, Mr. Holloway was an active participant in this com-
munity of experts and was the recipient of many peer awards.
He was an AIAA Fellow, a member of the International Academy
of Astronautics, and National Editor of the AIAA Journal of
Spacecraft and Rockets. One of his more significant accomplish-
ments was his leadership of the national team that certified the
Space Shuttle thermal protection system prior to the first flight.
OBITUARIES
AIAA Senior Member Johnson Died in October 2012
RaIph P. Johnson, Jr. died 20 October 2012. He was 80
years old.
Mr. Johnson was with the Boeing Airplane Company for
38 years after graduating from the Civil Engineering Dept. of
University of New Mexico in 1955. He was Chief Engineer at
Boeing Los Angeles for five years.
AIAA Fellow Stollery Died in June
John L. StoIIery, age 83, died on 28 June. He contributed to
the understanding of high speed flight and inspired three gen-
erations of students to follow careers in aerospace.
Mr. Stollery attended Imperial College London to study
aeronautical engineering. After gaining a BSc and an MSc, he
joined the aerodynamics department at the De Havilland aircraft
company in 1952. Stollery was a pioneer of the "gun tunnel," a
device in which very high pressure air drives a piston down a
long tube to force a small amount of test gas to accelerate to
very high speeds. He built a machine that could deliver a speed
of 3km/sec for about 10 milliseconds. His team made important
contributions to the understanding of high Mach number flows
and provided practical design information for missiles and air-
craft intended for flight at more than 5 times the speed of sound.
In 1956 he returned to Imperial College as Lecturer in
Aerodynamics. Promoted to Reader in Aerodynamics at Imperial
in 1962, he was awarded a DSc for his collective research
work in 1972. The following year, he moved to the College of
Aeronautics, Cranfield University, as Professor of Aerodynamics,
becoming Head of the College in 1976, a position that he
held until 1986 and again from 1992 until 1995. He was also
Dean of the Faculty of Engineering (1976-1979) and Pro-Vice-
Chancellor of Cranfield University (1982-1985).
Outside Cranfield, he was chairman of the Defence
Technology Board at the Ministry of Defence (1986-1989),
chairman of the Aviation Committee at the Department of Trade
and Industry (1986-1994) and a member of the Airworthiness
Requirements Board at the Civil Aviation Authority (1990-2000).
A Fellow of the Royal Academy of Engineering, AIAA, the City
and Guilds Institute of London, and an Honorary Fellow of the
Royal Aeronautical Society, he was President of the Royal
Aeronautical Society in 1987. In 1994, he was made a CBE for
services to the aerospace profession. He retired from Cranfield
in 1995, but continued working with students.
AIAA Associate Fellow Kraemer Died in August
Robert S. Kraemer, NASA`s former director of planetary
exploration who was also an expert in rocket engines, died 20
August. He was 84 years old.
Mr. Kraemer received a bachelor`s degree in aeronautical
engineering from the University of Notre Dame in 1950. After
receiving a master`s degree in aeronautics and rocket propulsion
from the California Institute of Technology in 1951, he worked
for North American Aviation`s Rocketdyne Division on rocket
propulsion for a secret intercontinental cruise missile called
Navaho. Mr. Kraemer then worked as chief engineer for space
systems at Ford Aeronutronic until he joined NASA in 1967.
In an early assignment at NASA, Kraemer managed the
development of a Mars surface laboratory mission at NASA
Headquarters. After that project was cancelled, he was appoint-
ed manager of advanced planetary programs and technology
and in 1970 was named director of planetary programs. He
oversaw the successful completion of 12 missions to launch
spacecraft into the solar system to study its planets, moons, and
more before he retired in 1990.
Space Automation and Robotics Award is given for leader-
ship and technical contributions by individuals and teams in the
field of space automation and robotics. (Presented odd years)
Space Science Award is presented to an individual for dem-
onstrated leadership of innovative scientific investigations asso-
ciated with space science missions. (Presented even years)
Space Operations and Support Award is presented for
outstanding efforts in overcoming space operations problems
and assuring success, and recognizes those teams or individu-
als whose exceptional contributions were critical to an anomaly
recovery, crew rescue, or space failure. (Presented odd years)
Space Processing Award is presented for significant con-
tributions in space processing or in furthering the use of micro-
gravity for space processing. (Presented odd years)
Space Systems Award recognizes outstanding achieve-
ments in the architecture, analysis, design, and implementation
of space systems.
von Braun Award for ExceIIence in Space Program
Management recognizes outstanding contributions in the
management of a significant space or space-related program
or project.
Theodor W. Knacke Aerodynamic DeceIerator Systems
Award recognizes significant contributions to the effectiveness
and/or safety of aeronautical or aerospace systems through
development or application of the art and science of aerodynam-
ic decelerator technology. (Presented odd years)
The WiIIiam LittIewood MemoriaI Lecture, sponsored by
AIAA and SAE, perpetuates the memory of William Littlewood,
who was renowned for the many significant contributions he
made to the design of operational requirements for civil transport
aircraft. Lecture topics focus on a broad phase of civil air trans-
portation considered of current interest and major importance.
WyId PropuIsion Award is presented for outstanding
achievement in the development or application of rocket propul-
sion systems.
For further information on AIAA`s awards program, please
contact Carol Stewart, Manager, AIAA Honors and Awards, car-
ols@aiaa.org or 703.264.7623.
CALL FOR AWARD NOMINATIONS
Recognize the achievements of your colleagues by nominating
them for an award! Nominations are now being accepted for the
following awards, and must be received at AIAA Headquarters
no later than 1 February. Awards are presented annually, unless
other indicated. However AIAA accepts nomination on a daily
basis and applies to the appropriate year. Any AIAA member in
good standing may serve as a nominator and are urged to read
award guidelines to view nominee eligibility, page limits, letters
of endorsement. All nominations must comply with the limit of 7
pages for the nomination package; see details on the webpage
(https://www.aiaa.org/secondary.aspx?id=230).
Aerospace Communications Award is presented for an out-
standing contribution in the field of aerospace communications.
Aerospace Power Systems Award is presented for a signifi-
cant contribution in the broad field of aerospace power systems,
specifically as related to the application of engineering sciences
and systems engineering to the production, storage, distribution,
and processing of aerospace power.
Air Breathing PropuIsion Award is presented for meritori-
ous accomplishment in the science of air breathing propulsion,
including turbomachinery or any other technical approach depen-
dent on atmospheric air to develop thrust, or other aerodynamic
forces for propulsion, or other purposes for aircraft or other
vehicles in the atmosphere or on land or sea.
The industry-renowned DanieI Guggenheim MedaI was
established in 1929 for the purpose of honoring persons who
make notable achievements in the advancement of aeronautics.
AIAA, ASME, SAE, and AHS sponsor the award.
Energy Systems is presented for a significant contribution in
the broad field of energy systems, specifically as related to the
application of engineering sciences and systems engineering to
the production, storage, distribution, and conservation of energy.
George M. Low Space Transportation Award honors the
achievements in space transportation by Dr. George M. Low,
who played a leading role in planning and executing all of the
Apollo missions, and originated the plans for the first manned
lunar orbital flight, Apollo 8. (Presented even years)
HaIey Space FIight Award is presented for outstanding
contributions by an astronaut or flight test personnel to the
advancement of the art, science, or technology of astronautics.
(Presented even years)
J. LeIand Atwood Award recognizes an aerospace engineer-
ing educator for outstanding contributions to the profession. AIAA
and ASEE sponsor the award. : Nominations due to ASEE
by 14 January.
Jeffries Aerospace Medicine & Life Sciences Research
Award is presented for outstanding research accomplishments
in aerospace medicine and space life sciences.
MissiIe Systems Award-TechnicaI Award is presented for
a significant accomplishment in developing or using technology
that is required for missile systems.
MissiIe Systems Award-Management Award is presented
for a significant accomplishment in the management of missile
systems programs.
PropeIIants and Combustion Award is presented for out-
standing technical contributions to aeronautical or astronautical
combustion engineering.
Upcoming AIAA Continuing Education Courses
Courses at AIAA Science and TechnoIogy Forum and Exposition 2014 (AIAA SciTech 2014)
www.aiaa.org/scitech2014
11-12 January 2014
Dec|s|on Ana|ys|s
|ostr0ctor: Joho 0 hs0
Decision analysis supports system life cycle development throughout all phases and system hierarchical levels. The course presents
the trade study process as part of the systems engineering process, and introduces various decision analysis methods, including the
traditional trade study methods, trade space for Cost as Independent Variable (CAIV), Analytic Hierarchy Process (AHV) as a part of the
Analytic Network Process (ANP), Potentially All Pairwise Rankings of All Possible Alternatives (PAPRIKA), and Decision Analysis with
Uncertain Information/Data.
Sunday, 12 January
Introduct|on to Integrated Computat|ona| Mater|a|s Eng|neer|ng
|ostr0ctor: 0av|d F0rrer
Designed to provide an overview of integrated computational materials engineering (ICME), this course offers a primer on the various
types of models and simulation methods involved in ICME. It is aimed at providing a general understanding of the critical issues relative
to ICME, with the goal of increasing participants` knowledge of materials and process modeling capabilities and limitations. The impor-
tant aspects of linking materials models with process models and subsequently to component design and behavior analysis models will
be reviewed.
Saturday, 11 January 2014
Workshops at AIAA Science and TechnoIogy Forum and Exposition 2014 (AIAA SciTech 2014)
www.aiaa.org/scitech2014
1st AIAA Son|c Boom Pred|ct|on Workshop
Spoosored by the App||ed Aerodyoam|cs Techo|ca| 0omm|ttee
The objective of the First Sonic Boom Prediction Workshop is to assess the state of the art for predicting near field signatures needed
for sonic boom propagation. Comparisons will be made between participant solutions on workshop-provided grids. Participants are
requested to apply their best practices for computing solutions on the provided geometries. There is particular interest in exploring
refinement techniques including grid adaptation and alignment with flow characteristics. Impartial comparisons will be made between
different solution schemes as well as with wind tunnel validation data for assessing the state of the art and identifying areas requiring
additional research and further development. For more information, please visit the Sonic Boom Prediction Workshop website (http://
Ibpw.Iarc.nasa.gov).
Low Reyno|ds Number Workshop
0rgao|zed by N|og 0haog, Lockheed Nart|o Aerooa0t|cs, aod N|chae| 0|, 0S A|r Force 8esearch Lab
Micro Air Vehicles (MAVs) are flight articles resembling natural flyers (birds, bats, insects) in size and functionality. While of extensive
defense interest since at least the 1990s, scientific and engineering progress has been episodic, with principal advances more from
trial and error than first-principles science. Pacing issues include the aerosciences as well as payloads/energy/materials. We aim to
explore the state of the art in both the sciences and applications, examining research directions and interest for academia, industry,
and government.
The workshop aims to gather industry, academia, and government to assess new research directions and connection between the
sciences and the applications. By the end of the day, we intend to assemble a credible sight-picture of who is pursuing what research,
and what might be the beginning of a business case. Outcomes aim to include an understanding of where the MAV community stands in
2014 relative to where we`ve been throughout the past 20 years, and how to begin bridging scientific/academic advances with the needs
of industry and the user community. For questions, please contact Ming Change at 661.572.6228 or ming.chang@lmco.com, or Michael
V. OL at 937.713.6650 or michael.ol@wpafb.af.mil.
To reg|ster for courses or workshops at AIAA Sc|Tech 2014, v|s|t www.a|aa.org/sc|tech2014 and se|ect "Reg|ster Now".
February-June 2014
Home Study Courses
Introduct|on to Computat|ona| F|u|d Dynam|cs
|ostr0ctor: k|a0s hoIImaoo
This introductory course is the first of the three-part series of courses that will prepare you for a career in the rapidly expanding field of
computational fluid dynamics. Completion of these three courses will give you the equivalent of one semester of undergraduate and two
semesters of graduate work. The courses are supported extensively with textbooks, computer programs, and user manuals.
Key Topics
Classification of partial differential equations (PDEs)
Finite-difference equations
Parabolic equations
Stability analysis
Elliptic partial differential equations
Hyperbolic partial differential equations
Scalar representation of the Navier-Stokes equations
Incompressible Navier-Stokes equations
Advanced Computat|ona| F|u|d Dynam|cs
This advanced course is the second of the three-part series of courses that will prepare you for a career in the rapidly expanding field of
computational fluid dynamics. Completion of these three courses will give you the equivalent of one semester of undergraduate and two
semesters of graduate work. The courses are supported extensively with textbooks, computer programs, and user manuals.
Key Topics
Grid-generation-structured grids
Transformation of the equations of fluid motion from physical space to computational space
Euler equations
Parabolized Navier-Stokes equations
Navier-Stokes equations
Grid-generation -unstructured grids incompressible Navier-Stokes equations
Finite volume schemes
Computat|ona| F|u|d Turbu|ence
This advanced course is the third of the three-part series of courses that will prepare you for a career in the rapidly expanding field of
computational fluid dynamics with emphasis in fluid turbulence. Completion of these three courses will give you the equivalent of one
semester of undergraduate and two semesters of graduate work. The courses are supported extensively with textbooks, computer pro-
grams, and user manuals.
Key Topics
Introduction to turbulence and turbulent flows
Reynolds average Navier-Stokes equations
Parabolic equations
Turbulence models
Compact finite difference formulations
Boundary conditions
Large eddy simulation
Direct numerical simulation
M|ss||e Des|gn and System Eng|neer|ng
|ostr0ctor: 6eoe F|eemao
This course provides the fundamentals of missile design, development, and system engineering. A system-level, integrated method is
provided for missile configuration design and analysis. It addresses the broad range of alternatives in satisfying missile performance,
cost, and risk requirements.
Key Topics
Key drivers in the missile design process
Critical trade-offs, methods, and technologies in aerodynamic, propulsion, structure, seeker, warhead, and subsystems sizing to
meet flight performance and other requirements
Launch platform-missile integration
Robustness, lethality, guidance, navigation & control, accuracy, observables, survivability, reliability, and cost considerations
Missile sizing examples for missile systems and missile technologies
Missile system and technology development process
Spacecraft Des|gn and Systems Eng|neer|ng
|ostr0ctor: 0oo dberg
This course presents an overview of factors that affect spacecraft design and operation.
Key Topics
History
Design drivers
Orbital mechanics and trajectories
Systems engineering
Design considerations
Estimation, testing, and failure prevention
To register for any of these Home Study courses, visit www.aiaa.org/homestudy and seIect "Register Now.
Suitable for all reading levels, the Library of Flight series
encompasses a wide variety of general-interest and reference
books, including case studies. Appropriate subjects include
the history and economics of aerospace as well as design,
development, and management of aircraft and space
programs.
FEATURED TITLES
Eleven Seconds into the Unknown:
A History of the Hyper-X Program
Curtis Peebles
342 pages
This is the highly-anticipated sequel to Peebles rst book on the X-43A/Hyper-X project,
Road to Mach 10: Lessons Learned from the X-43A Flight Research Program. A central theme
of the Hyper-X story is how disparate groups and organizations became a unied team
working toward a common goal.
ISBN: 978-1-60086-776-7
List Price: $39.95
Skycrane: Igor Sikorskys Last Vision
John A. McKenna
136 pages
The Skycrane was the last creation of aircraft design pioneer Igor Sikorsky. In SKYCRANE:
Igor Sikorskys Last Vision, former Sikorsky Aircraft Executive Vice President John A. McKenna
traces the development of this remarkable helicopter from original concept and early sketches
to standout performer for the military and private industry.
ISBN: 978-1-60086-756-9
List Price: $39.95
Find these books and many more at arc.aiaa.org
Perfect for those interested in high-speed ight, aerospace
history, the organization and management of technological
projects, and the future of spaceight.
An inside look at the continual innovation and perseverance
required for the creation and development of one of the worlds most
unusual helicopters.
Michael J. Hirschberg, Managing Editor, Vertiite magazine
12-0168_update2
1317 JANUARY 2014 NATIONAL HARBOR, MARYLAND
(near Washington, D.C.)
REGISTER TODAY!
www.aiaa.org/scitech2014aab
#aiaaSciTech
Contact Chris Grady to book your exposition space today. chrisg@aiaa.org
Connect with more than 3,500 innovators
and discover the latest in aerospace research,
development, and technology.
Featuring
22nd AIAA/ASME/AHS Adaptive Structures Conference
52nd AIAA Aerospace Sciences Meeting
AIAA Atmospheric Flight Mechanics Conference
AIAA Guidance, Navigation, and Control Conference
AIAA Modeling and Simulation Technologies Conference
10th AIAA Multidisciplinary Design Optimization Specialist
Conference
16th AIAA Non-Deterministic Approaches Conference
AIAA Spacecraft Structures Conference
55th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics,
and Materials Conference
7th Symposium on Space Resource Utilization
32nd ASME Wind Energy Symposium
Stimulating Plenary and
Panel Discussions
Designing for Affordability
R&D Policy Implications
and Investments
Continuing Education and
Professional Development
More than 1,800 technical
papers, including the best
papers from students
around the world will
inspire idea exchange.
Network and celebrate
great accomplishments
during special events.
More than 8,000 square
feet of exposition space,
with 50 exhibitors
showcasing the latest in
technological innovation.
13-77

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Airports, airlines brace for climate impacts

Reaching for unlimited (almost) flight

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