Revista Aerospace America de Julho-Agosto de 2011

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July-August 2011

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

From visions to voyagesJuno to Jupiter: Piercing the veil

Flying fartheron less

STRATEGY for SUCCESS

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COVERNASA is working with industry to develop more fuel-efficient engines, like the P&W PurePower 1000G undergoingtesting. To learn more about this NASA initiative, turn to page 32.

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Aerospace America (ISSN 0740-722X) is published monthly, except August, by the American Institute of Aeronautics and Astronautics, Inc. at 1801 Alexander Bell Drive, Reston, Va. 20191-4344[703/264-7500]. Subscription rate is 50% of dues for AIAA members (and is not deductible therefrom). Nonmember subscription price: U.S. and Canada, $163, foreign, $200. Single copies $20 each. Postmaster: Send address changes and subscription orders to address above, attention AIAA Customer Service, 703/264-7500. Periodical postage paid at Herndon, VA, and at additional mailing offices. Copyright © 2011 by the American Institute of Aeronautics and Astronautics, Inc., all rights reserved. The name Aerospace America is registered by the AIAA in the U.S.Patent and Trademark Office. 40,000 copies of this issue printed. This is Volume 49, No. 7.

July/August 2011

AIAA Meeting Schedule B2AIAA Courses and Training Program B4AIAA News B5Calls for Papers B14Meeting Program B21

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AIRCRAFT AND THE ENVIRONMENT: FLYING FARTHER ON LESS 32Stepped-up efforts to attain breakthroughs in fuel consumption are leadingNASA into some exotic and futuristic technologies.by Jim Banke

JUNO TO JUPITER: PIERCING THE VEIL 40NASA’s Juno spacecraft will soon set off for Jupiter, gathering data thatmay rewrite the history of our solar system’s formation.by Leonard David

FROM VISIONS TO VOYAGES 46By trimming and realigning some planetary exploration missions,a decadal survey attempts to do more with less.by Craig Covault

EDITORIAL 3All dressed up with nowhere to go?

INTERNATIONAL BEAT 4Ups and downs for EU aviation projects.

WASHINGTON WATCH 8Questions abound about spaceflight and jet fighters.

CONVERSATIONS 12With David Williams.

AIRCRAFT UPDATE 16Single-aisle jets: The more things change…

GREEN ENGINEERING 20Green fuels for the wild blue yonder.

ENGINEERING NOTEBOOK 28Microwave launch idea heats up.

ELECTRONICS UPDATE 28SIGINT: Manned systems still on top.

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NASA is hard at work trying to develop a new, congressionally mandatedheavy-lift launch vehicle. It seems that almost weekly we are issued updateson the progress of their efforts. At the same time, the press is receiving up-to-the-minute accounts and photographs of a new ‘multipurpose crew vehicle,’which looks remarkably like the Orion crew vehicle of Constellation fame.This Apollo-like capsule is designed “to safely fly astronauts through all theharsh environments of deep space exploration missions.”But where exactly would that be?The citizens of this nation, despite what seem to be NASA’s best efforts

otherwise, are still excited about space exploration—witness the thousandswho entered the lottery for an opportunity to view the final launch of thespace shuttle.However, it will be very difficult to drum up excitement for the next-gener-

ation system without a destination that seems worthy of the time and treasure,both human and monetary, that will have to be expended to see it to comple-tion. The Obama administration has suggested that astronauts should visit anasteroid. Even during the glory days of the Apollo missions to the Moon,commitment to the program seemed to wane after the stirring of nationalpride over watching astronauts plant an American flag, then skip across thelunar surface collecting samples to bring back to Earth.The space shuttle program allowed us to launch satellites of massive size

and weight, and to repair the invaluable Hubble Space Telescope, which pro-vided us a magnificent new window on the universe. The shuttle then tookon extra meaning as the space station began to take shape. Even those whorailed against the station’s expense and lack of what appeared to be a specificmission could pause with wonder at the mastery of its engineering accom-plishments. What seems lacking now is only a catalog of accomplishments, to show all that we have learned from this massive endeavor, and how thatknowledge can pay off in our daily lives. The Apollo program was at least as much a political race, driven by the

Cold War and played out on a global stage, as it was a scientific and techno-logical one. In its own way, construction of the space station became an inter-national effort, as 16 nations played a role in its construction, and astronautsfrom several countries form part of each expedition crew. But what’s next? Are we building this new heavy-lift vehicle, and a new

crew capsule, to visit a rock? In challenging economic times, a case needs to be made for endeavors of

this magnitude. Will a visit to an asteroid be a stepping-stone to some fartherdestination? Is it a waypoint to Mars? What can we learn from such a voyage,and does it play into a larger vision for further exploration of space? What arethe accomplishments that require human, rather than robotic, visits? Surelysuch a case can be made, or this work would have stopped a long time ago.But until the administration, and NASA, make that case, we may well be

stuck between that rock and a hard place. Elaine CamhiEditor-in-Chief

is a publication of the American Institute of Aeronautics and Astronautics

Elaine J. CamhiEditor-in-ChiefPatricia JeffersonAssociate EditorGreg WilsonProduction EditorJerry Grey, Editor-at-LargeChristine Williams, Editor AIAA Bulletin

CorrespondentsRobert F. Dorr,WashingtonPhilip Butterworth-Hayes, EuropeMichael Westlake, Hong Kong

Contributing WritersRichard Aboulafia, James W. Canan,Marco Cáceres, Craig Covault, LeonardDavid, Philip Finnegan, Edward Goldstein, Tom Jones, James Oberg,David Rockwell, J.R. Wilson

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July-August 2011, Vol. 49, No. 7

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All dressed up with nowhere to go?

Ups and downs for EU aviation projects

4 AEROSPACE AMERICA/JULY-AUGUST 2011

budget increase this year to €2.975billion. Also swelling ESA’s coffers areEC funds for the Galileo program andGMES (global monitoring for environ-ment and security) Earth observationproject, as well as funds from otherEuropean bodies and ‘cooperating’states (see “Space industry takes rootin central and eastern Europe,” June,page 3), which will give ESA €3.99 bil-lion this year, 6.7% more than in 2010.

Will the euro survive?The contrast between the well-fundedEuropean aviation infrastructure pro-grams and the fiscal problems facingnational government aviation organi-zations, especially in Southern Europe,is startling.

In May new fears arose about gov-ernment debt levels in Greece, Italy,and Spain, leading many economiststo ask whether the Eurozone will sur-vive in its current form. Many believethat the euro’s survival will mean ei-ther moving much faster toward fiscalunion—with EU organizations takingtighter controls over the budgets ofeuro members—or forcing some coun-tries to drop the euro altogether.

“There is no modern history offalling living standards in peacetimeon the scale necessary to keep theeuro in its current form,” says DouglasMcWilliams, chief executive of theCenter for Economics and BusinessResearch, a U.K. financial forecastingorganization. “Indeed, the scale of thecuts necessary was only just achievedin wartime. This is why I think there isat best a one in five chance that theeuro will survive as it is.”

Austerity measuresThese economic and politically turbu-lent forces are having an impact onaviation organizations in Spain, Portu-gal, and Greece. In Spain the govern-ment has decided to privatize airportsand part of the nation’s air traffic man-

Prospering amid turmoilGalileo is one of three huge aviationinfrastructure programs under devel-opment by the commission, fundedpartly from EU sources and partly byindustry. Because these projects areplanned and funded over long peri-ods, the economic turmoil engulfinghalf the continent has yet to impacttheir progress.

Europe’s major aviation infrastruc-ture program management organiza-tions have not just escaped the worstof the economic crisis, it seems, buthave actually prospered. For example,14 of ESA’s 18 member nations agreedto raise their 2011 contributions de-spite the parlous state of many na-tional government debt burdens. As aresult, the agency has received a 7%

IN MAY OF THIS YEAR THE EUROPEANCommission (EC) announced that thefirst two European Union Galileo nav-igation satellites will be launched via aSoyuz rocket from French Guiana onOctober 20. Initial satellite navigationservices will be provided by 2014, andGalileo is expected to deliver €60 bil-lion to the European economy over 20years, according to Antonio Tajani,vice president of the EC.

There was further good newsabout the project: According to Tajani,the estimated €3.4-billion price tag forimplementing Galileo would be re-duced as the final two contracts of theprogram, which were scheduled to beannounced at the Paris Air Show inJune, would be worth less than origi-nally planned.

The EC has continued to fund the Galileo project at a healthy rate.

agement system; earlierthis year it announcedits intention of offeringup to 49% of the air-port and air traffic con-trol company AenaAeropuertos to privatecompanies for around€9 billion.

Greece has decidedto privatize up to 40 fa-cilities—the governmentwill create joint stockcompanies for eachmajor airport, in which the state willown 100% of the shares and then selloff various numbers of them to privateinvestors.

In Portugal the government islooking to offload its stakes in the na-tional airline TAP Portugal, airport andair navigation service provider ANAAeroportos de Portugal, and otherstate-owned defense and industrialcompanies.

The austerity measures are not con-fined to southern Europe. As part of itsdrive to cut spending and raise taxes,the U.K. government has heavily in-creased the tax it imposes on U.K. airtravelers, the air passenger duty tax,

so a family of four flying from the U.K.to Australia must now pay £340 in tax.The APD rises are one reason whypassenger numbers in the U.K. remaindepressed, according to some airtransport analyses, resulting in the clo-sure of U.K. airports such as Coventry,Bristol Filton, and Plymouth.

Border issuesBetween the nation states of Europeand the EU bodies, there are growingtensions that will have consequencesfor aviation and aerospace organiza-tions throughout the continent.

In early May, Denmark announcedit would be setting up new security

checks for people and goods crossingbetween Denmark, Sweden, and Ger-many. The move is part of a plan tocut down on the number of smuggledgoods and illegal immigrants enteringthe country.

So far the reintroduction of newsecurity controls for intra-EU travelhas yet to impact European airports inthe same way it has affected landcrossings. But with different countriesstarting to impose unilateral bordersecurity measures, the picture is con-fusing and, for EU bodies, frustrating.After all, the free movement of peopleand goods across Europe is a found-ing principle of the EU, but its viabil-ity has come under increasing pres-sure in recent months since Italy gaveresidence permits to more than 25,000North Africans in April, allowing themfree access to the rest of the EU. TheEU’s vision is for a strong border se-curity force to protect the EU’s exter-nal borders; but once inside theunion, passengers should be allowedto travel freely between countries thesame way they travel between U.S.states.

At the European Union interiorministers’ May meeting in Brussels, itwas agreed: “...control of the EU’s ex-ternal borders to be strengthened andfor increased cooperation with thirdcountries in the Southern Neighbour-hood Region as well as in the EasternPartnership Region.”

While the political turbulence inNorth Africa has created refugee prob-lems for southern European countries,it has also boosted tourism there, aspassengers have sought Mediterraneanholiday resorts away from politicallyvolatile areas on the African shoreline.

In the first quarter of this year Eu-ropean passenger traffic was up 5.4%over the same period in 2010, boostedby tourism to Barcelona (where pas-senger numbers have risen by 13.4%)and Istanbul (rises of 9.3%). Portugal is looking to sell off its stake in its national airline.

Greece is looking to privatize up to 40 of its airport facilities.

AEROSPACE AMERICA/JULY-AUGUST 2011 5


Trimming budgetsDespite the austerity measures in thesouth of the continent, the 17 Euro-zone countries managed to grow theireconomies by 0.8% in January-March,up from 0.3% in the previous quarter,with Germany reporting growth of1.5% in the period and France 1%.

However, there is growing uneaseamong some European states at therising amounts of money that EU enti-ties are asking for. In April the com-mission stated that to meet its existingspending commitments, there wouldhave to be a 4.9% increase in the EU’sannual budget, to €132.7 billion; theU.K., France, and Germany had sug-gested freezing this year’s budget, buteventually an increase of 2.9 percentwas agreed.

The EC has frozen administrativeexpenditure for 2012 at 2011 levelsand trimmed costs on several majorprojects, including a €24.9-million re-duction in support to Galileo.

Then in May, a request to increasethe External Action Service—the EU’sown diplomatic corps—by 5.8% wasroundly rejected by several countriesworried not just by the money but bywhat many see as the EU usurpingrather than supporting the activities ofmember states’ foreign departments.

Rethinking research approachesOne of the inevitable consequences ofcurrent economic troubles will be a

radical rethink of the way the EUsponsors, manages, and leads strategicresearch programs in areas such asaeronautics, to increase not just theamount of money available for newresearch but also the effectiveness ofthe work the EC is undertaking.

European states and companiesgenerally support the EU’s researchwork, not least because contributionsto the budget invariably are rewardedwith research work. And the sumsavailable from the EC are substantial;the budget for the seventh frameworkprogram of research (2007-2013), forexample, is €53 billion. The competi-tiveness and innovation frameworkprogram is €3.6 billion for 2007-2013,while the European Institute for Inno-vation and Technology has a €309-million budget for the same period.

The commission has already sig-nalled that for its next round of majorresearch spending, starting in 2014 itwill take a new strategic and inte-grated approach to EC-funded re-search. It will do so by making it eas-

ier for research organizations to accessprograms, by reducing the time-to-market for the results of the research,and by more closely aligning researchto the work of the EU’s structuralfunding regional-aid programs (worth€86 billion between 2007 and 2013),which aim “to resolve structural eco-nomic and social problems” through-out the EU.

The commission has called thisnew research philosophy a “commonstrategic framework,” and there willbe a new emphasis on improving boththe industrial competitiveness of EUindustries and the percentage of na-tional gross domestic product (GDP)dedicated to research. The EC is tar-geting a 3% figure for this, and aero-space has already been seen as a keyarea for investment by the EC.

“Securing a strong position in keyenabling technologies such as ICT [in-formation and communications tech-nology], nanotechnology, advancedmaterials, manufacturing, space tech-nology, or biotechnology is of vital

Denmark announced itwould be setting upnew security checks at crossings betweenDenmark and Germany.

European aviation’s grand projectsSESARHow much?The total estimated cost of the developmentphase (2008-2013) of SESAR (Single EuropeanSky ATM Research) is €2.1 billion, to be sharedequally between the EC, Eurocontrol, and industry. The deployment phase (2014-2020)will cost $20 billion and be funded entirely byindustry.

Objectives•Triple air traffic management capacity in

Europe.•Halve the costs of providing ATM services.•Reduce the environmental impact per

flight by 10%.•Increase safety levels by a factor of 10.

Clean SkyHow much?The Clean Sky joint technology initiative is apublic-private partnership established andfunded through the commission’s €53-billionseventh framework program (2007-2013). Theinitiative was born in 2008 with a budget of€1.6 billion, based on a 50/50 split by the commission (in cash) and the aeronautical industry (in-kind contribution).

ObjectivesClean Sky will demonstrate and validate the

technology breakthroughs outlined in the environmental goals set by ACARE (AdvisoryCouncil for Aeronautics Research in Europe), to be reached in 2020:

•A 50% reduction of CO2 emissions throughdrastic reduction of fuel consumption.

•An 80% reduction of NOx emissions.•A 50% reduction of external noise.•A green product life cycle: design, manu-

facturing, maintenance, and disposal/recycling.

GalileoHow much?Slightly less than €3.4 billion, according to recent EC estimates.

ObjectivesProviding autonomous navigation and posi-tioning services and being interoperable withGPS and GLONASS. The fully deployed systemwill consist of 30 satellites and the associatedground infrastructure. Three initial services will be provided in 2014-2015: an initial Open Service, an initial Public Regulated Service, and an initial Search And Rescue Service. The Safety-of-Life Service and theCommercial Service will be tested as of 2014and will be provided as the system reaches full operational capability with the 30 satellites.


I have read with interest the letter ofRalph Barnes in the April Correspon-dence (page 6) concerning condensa-tion around aircraft, and would like tomake some comments.I agree wholeheartedly with his

comment that numerous photos aremislabelled that say an aircraft must betraveling at supersonic speeds to pro-duce condensation around itself. Butthe real issue here is the plane mustbe traveling fast enough to bring theair flowing over and around it to a rel-ative humidity of 100%. A combinationof low static pressure and high ambi-ent humidity is all that is required toproduce a fog. This is what condensa-tion shows us. NASA SP-514 (which Icontributed to) describes the many in-teresting flow phenomena we can seeon aircraft due to condensation, nor-mal and oblique shocks being some ofthese phenomena.I therefore disagree with Mr. Barnes,

that shock waves can only be seen ina wind tunnel. There are numerousexamples of pictures on the Internet(usually involving the Blue Angels,who fly in areas of high humidity, andhave a predominantly dark blue colorscheme providing good contrast to thecondensation). Furthermore, naturalshadowgraphs due to the Sun can vis-ualize amazing shock patterns aroundparts of aircraft traveling at high sub-sonic speeds and above. I myself haveseen shocks reach the ground from asupersonic SR-71. No doubt many ofyour readers have their own observa-tions, some through an airliner win-dow giving a view of the wing uppersurface. Stephen Wolf

Wind Tunnel DivisionONERA Centre de Palaiseau

QQQ

I recently read Cyberscience and 21st-century education (April, page 3) andwould like to offer some comments,even though I do not have Prof.Long’s credentials nor am I an experton ‘cyberscience’ (as he describessome engineering fields) or in aero-space engineering education.With all due respect, I consider

that his piece was highly biased by hisbackground and current teaching. Al-though I agree with many of his com-ments, especially on the importance ofcomputer science knowledge for solv-ing today`s engineering challenges, Iconsider that independent of the highlevel of complexity from the point ofview of automation or systems integra-tion involved in the latest aircraft pro-grams. Knowledge, mastery, and con-tinuous research in the ‘old aerospaceschool’ are still mandatory and neces-sary, as can be seen from the variouscalls for papers for the various AIAAconferences in fields such as struc-tures and materials, since not all air-craft components are necessarily fully‘software’ driven.Notwithstanding the fact that, as a

result of their conversion from aircraftmanufacturers to system integrators,companies like Lockheed Martin seemnowadays to require more electrical orsoftware engineers than design, struc-tural, or power plant professionals forsome positions, within such a multi-disciplinary world as aerospace engi-neering, various levels of expertise

are still required in other fields such asaerodynamics, damage tolerance, struc-tural dynamics, and composites designand manufacturing, which do not nec-essarily belong only to ‘cybersciences.’The aerospace industry and its re-

quirements are as diverse as the wholerange of products involved, with anever-growing demand for lighter,greener, and smarter air transport so-lutions. So exchanging the quantity offundamental courses for more tech-nology-like approaches would notonly endanger the continuation of awhole body of knowledge that needsto be transmitted and improved butalso eventually deter some future stu-dents who once joined the workforcesolely for their love of mechanics,math, physics, fluid mechanics, andhardware (machines, engines, aircraft)instead of just computer sciences. Though necessary, software-driven

redefinition of the discipline shouldnot be the sole approach to cover thefuture needs in aerospace engineeringeducation. Subjects such as aeroelastic-ity, turbulence, combustion, and struc-tural integrity are not yesterday’s prob-lems but active areas of research,where only with an open-minded,multidisciplinary yet physics-drivenapproach, can the fundamentals notonly be understood but also exploitedand improved so that better, lighter,smarter, yet reliable, designs can flyeven higher, farther, or faster.

Julio C. SalazarMontreal, Canada

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

of their GDP in research despite thehuge debt problems many face, it willbe a considerable achievement. TheEC has set some very challenging tar-gets within the three major aerospaceprograms it has led. But by commit-ting states to supporting the programsover the long term, the EC has effec-

tively ensured that no matter what theprevailing economic challenges indi-vidual countries may face, strategicaviation research will continue togrow steeply over the next 10 years.

Philip [email protected]

Brighton, U.K.

importance to Europe’s competitive-ness and enables the development ofinnovative goods and services neededfor addressing societal challenges,” ac-cording to an EC position paper on itsnew approach to research.If the EU does realize its target of

ensuring that member states invest 3%

Questions abound aboutspaceflight and jet fighters


administration is seeking to replaceConstellation primarily with incentivesfor private-sector space vehicles.

In their letter, the four senators de-manded a variety of documents and aseries of testimonies by experts on thesubjects cited. Without explicitly say-ing so, they want a return to CapitolHill by Bolden, whom lawmakers crit-icized during a hearing on April 11. Inthat appearance, Bolden said NASAwould comply with legislation requir-ing it to develop a multipurpose crewvehicle (MPCV) by exploiting technol-ogy from the Orion spacecraft, a partof the Constellation program.

After first stating it would have amajor announcement about the futureof human spaceflight, NASA disclosedon May 24 that Orion—the name hasbeen revived and is now synonymouswith MPCV—will be the vehicle tocarry astronauts into deep space.

In fact, little about the craft is new.A capsule-type spacecraft reminiscentof Apollo vehicles, it is said to be ca-pable of ferrying four astronauts on

highly technical skills that NASA em-ployees have developed over 50 yearsof human spaceflight.” The senatorsblasted Bolden and NASA for “delay-ing the transition from Constellation-related work and contracts to the newhuman spaceflight program.”

The reference to 50 years was a re-minder that Soviet cosmonaut YuriGagarin made humankind’s first spaceflight on April 12, 1961; the Obama

AS THE SUMMER RECESS APPROACHED,lawmakers in Washington were stillstruggling with a future course for hu-man spaceflight programs, a con-tentious defense authorization bill,and conflicts over an alternative en-gine for the F-35 JSF. Adding to theturmoil was a growing chorus ofvoices calling for an outright scrap-ping of the troubled fighter aircraft,which also has some powerful supporters in both Congress and theadministration.

Uncharted course for human spaceflight

Three decades of space shuttle opera-tions are ending with leaders in Wash-ington offering little clarity on how,and how much, the nation’s publiccoffers will pay for future journeys byU.S. astronauts.

The two-week STS-134 missionheaded by Navy Capt. Mark Kellyended June 1. Slated for July 8 is thelast ever shuttle mission, STS-135 byAtlantis, to be commanded by Christo-pher Ferguson, also a Navy captain.

“Our nation’s space program is un-dergoing a transition that has not beenseen since the end of the Apollo era,”wrote four senators in a May 18 letterto NASA Administrator Charles Bol-den. The letter accuses Bolden andthe agency of foot-dragging in thecontext of the NASA authorization actof 2010, which mandates developing acommercial space industry while “pre-serving and developing the Nation’scapability for crewed missions beyondlow Earth orbit.” The legislation is spe-cific about a crew vehicle but vagueabout a rocket to boost it aloft.

Sens. John D. Rockefeller IV (D-W.Va.), Bill Nelson (D-Fla.), John N.Boozman (R-Ark.), and Kay BaileyHutchison (R-Texas) warned that with-out a NASA-developed launch pro-gram to follow the shuttle, the agency“is beginning to lose the unique and

John D. Rockefeller IV

Lockheed Martin is working on the MPCV test article.


21-day missions. It is ex-pected to offer 316 ft3 of“habitable space,” as wellas a pressurized volumeof 690 ft3. “It is designedto be 10 times safer duringascent and entry than itspredecessor, the spaceshuttle,” says NASA.

Missing from theequation is any explana-tion of what NASA andthe private sector are doing to developa rocket to boost Orion aloft. As ScottPowers wrote in the Orlando Sentinel,NASA “did not release estimates onwhen Orion will be ready, how muchit will cost, where it will go, or evenwhat rocket it will ride.”

While entrepreneurial efforts todevelop a private sector spacecraft areprogressing, many in Washington be-lieve that neither Congress nor the ad-ministration is enunciating a coherentpolicy. The sense of being rudderlessis exacerbated by the failure of Con-gress to deliberate on and enact bud-gets in the traditional manner over thepast few years. Some in Washingtonalmost certainly agree with space ob-server David Hatch, who critiqued theletter from the four senators:

“This should solve all of our spacegap problems,” wrote Hatch sardon-ically. “Require NASA to do something.Don’t fund it. If they do what they’retold, they’ll be breaking the law. Ifthey don’t, accuse them of draggingtheir feet.”

Analyst Loren Thompson of theLexington Institute worries that ifNASA separates itself entirely fromConstellation, the agency will “bet thefuture of the human spaceflight pro-gram on nontraditional and largely un-known launch providers.”

Citing Elon Musk’s SpaceX projectas a private venture that receives morepraise than scrutiny, Thompson pointsout that Sen. Richard Shelby (R-Ala.)“warned last year that NASA had noanalytic foundation for its faith in com-mercial launch solutions and thereforewas in danger of repeating the sameoverreliance on market sources in the

civil space program thatcrippled military spaceplans in the 1990s.” Thomp-son’s institute receives fund-ing from aerospace firms,which favor a government-sponsored spacecraft, butmany in Washington sharehis skepticism about privatesector spaceflight.

F-35 faces scrutinyAt a Senate Armed Services Committeehearing on May 19, key defense fig-ures in Washington suggested that theF-35 Lightning II JSF program mayhave to be scrapped. Despite technicalglitches, cost overruns, and four re-structurings (meaning delays) overthree years, the F-35 had previouslybeen deemed too big to fail, and a se-ries of modest successes were beingnotched up in its flight test program.Now, Sen. Carl Levin (D-Mich.), chair-man of the committee and generally asupporter of the program, speaks formany on both sides of the aisle whenhe says “people should not concludethat we will be willing to continue...support without regard to increasedcosts resulting from a lack of focus onaffordability.”

Says Sen. John McCain (R-Ariz.),“The facts about this program are trulytroubling.…After almost 10 years indevelopment and four years in pro-duction, the aircraft’s design is still notstable, manufacturing processes stillneed to improve, and the overall

weapon system has not yet beenproven to be reliable. No programshould expect to be continued withthat kind of track record—especially inour current fiscal climate.”

Just after Levin and McCain pre-sided over a hearing that quizzed F-35program bosses, a New York Times ed-itorial lamented the “unhappy story”of the aircraft, “whose initial sellingpoint was its relatively cheap cost of$62 million per plane (in today’s dol-lars).” The Times said the nearly 2,500F-35s the Pentagon plans to buy overthe next two decades “are now pro-jected to cost around $382 billion,” orabout $152 million per airplane.

Until recently, it has been scripturein Washington that no real alternativeto the F-35 exists. The Air Force, aspart of its preparation for a fleet of theplanes, retired 250 older fighters thatwill not be replaced. The Navy hasbeen permitted to buy a small numberof F/A-18E/F Super Hornets to fill its‘fighter gap’ on carrier decks causedby delays in fielding the carrier-basedversion of the F-35. But suggestionsthat the services might invest in up-graded versions of so-called fighterssuch as the F-15C Eagle and the F/A-18E/F have been, until now, roundlydismissed by administration support-ers of the F-35.

Now, that is changing. “It seems tome [prudent that] we at least beginconsidering alternatives,” says McCain.

With defense cuts certain in thenear future and the congressionalbudget process in a perpetual state ofuncertainty, even Undersecretary ofDefense Ashton Carter says the F-35could become “unaffordable” after de-lays in integrating sophisticated sys-tems into the fighter.

F-35 supporters say that with itsradar-evading stealth properties andits ability to deliver precision ord-nance, the aircraft is essential as a re-placement for aging fighter-bombers.Robert J. Stevens, Lockheed Martin’sCEO, says the F-35 is being unfairlycompared with the legacy fighters itwill replace. Stevens points out thatthe company has grown lean in recentSen. Carl Levin

Sen. Richard Shelby F-35 faces scrutiny


tion and many lawmakers want todrive a stake into the heart of the F136engine, leaving the Pratt & WhitneyF135 as the powerplant for all F-35s.Supporters of the alternate engine

say that having a choice of two powerplants worked well with the F-16Fighting Falcon program of the 1970s,when it fostered competition, encour-aged technological advances, andlowered costs. Opponents argue that asecond engine costs too much andadds no new measure of reliability.Whatever the merits, both sides

thought this issue had gone away. Infact, the F136 keeps rising from thedead so often that one critic calls it‘the zombie engine.’ But the alternateengine has strong supporters on Capi-tol Hill, including Rep. Howard P.‘Buck’ McKeon (R-Calif.), chairman ofthe House Armed Services Committee,and senior lawmakers such as Rep.Roscoe Bartlett (R-Md.) and Rep.Robert Andrews (D-N.J.). So at presstime the House committee version ofthe defense authorization bill prohib-ited the Pentagon from destroying ordiscarding engines made by GE forthe F-35 and also encouraged furthertesting.“If the final bill presented to the

president includes funding or a leg-islative direction to continue an extraengine program, the president’s senioradvisors would recommend a veto,”said a statement issued by the WhiteHouse Office of Management andBudget. Robert F. Dorr

[email protected]

are for the security of the country,”stated Gates. He said the F-35 and theKC-46A air refueling tanker are tooimportant to take budgetary hits. Buthe warned that other, unspecifiedPentagon equipment, roles, and mis-sions must be reduced or eliminatedto achieve the intended saving.Gates’ successor, CIA Director Leon

Panetta, was expected to glide throughSenate confirmation and to be in of-fice at the Pentagon in early July. Pa-netta is credited with improving U.S.efforts in South Asia—eschewing avaguely defined war on terror andsharpening the focus on a war wageddirectly against al-Qaeda. Panetta com-manded the May 1 joint CIA/militaryoperation that killed al-Qaeda bossOsama bin Laden. Panetta is also verymuch a budget expert with strong tieson Capitol Hill.Obama named Army Chief of Staff

Gen. Martin Dempsey as chairman ofthe Joint Chiefs of Staff, replacingAdm. Michael Mullen on October 1.Dempsey too should have an easypath through Senate confirmation.

FY12 defense budgetThe Panetta/Dempsey team was ex-pected to be formidable in pushingthrough the defense cuts that Obamawants and Gates cited. However, thatdoes not necessarily mean Congresswill enact an FY12 defense budget by

the time the new fiscal yearbegins on October 1. Underboth parties, under twopresidents, Congress hasnot passed an annualbudget on schedule for sixyears. Debate on the annualdefense authorization bill—

the measure that establishes policywithout appropriating funds—is nowunder way but is clouded by the ad-ministration’s threat to veto the bill un-less some of the bill’s provisions arechanged.The most contentious item in the

bill would require DOD to test an alter-nate engine for the F-35. Even thoughthe engine-making team of GeneralElectric and Rolls-Royce USA is pre-pared to conduct the tests at no cost tothe government, both the administra-

years, reducing employee numbersfrom 146,000 to 126,000, and thatLockheed has embarked on a vigor-ous effort to bring down F-35 costs.He told reporters, “There will not beanother rebaseline of this program.There will not be. We understandthat.” He also said there are “earlysigns that the program is stabilizing.”If a decision were made to forge

ahead with alternatives to the F-35, theAir Force might well find itself pur-chasing Boeing’s F-15SE Silent Eagle,which the company developed pri-marily for export but which is techno-logically far ahead of existing models,or Lockheed’s F-16E block 60, cur-rently used only by the UAE. TheNavy would acquire additional F/A-18E/Fs. It is not clear whatalternative, if any, mightwork for the MarineCorps, which uses no ver-sion of any of these fight-ers and has no obvious al-ternative to the shorttakeoff/vertical landingversion of the F-35.In a speech that coincided with

F-35 debate on Capitol Hill, outgoingDefense Secretary Robert Gates reiter-ated the Obama administration’s goalof paring $400 billion in defensespending over the next 12 years, saidit will not be easy, and stressed thatcanceling the F-35 is not the answer.“If we are going to reduce the re-

sources and the size of the U.S. mili-tary, people need to make consciouschoices about what the implications

Leon Panetta Gen. Martin Dempsey

F-15SE

These images of the international space station and the docked space shuttle Endeavour, flying at an altitude of approximately 220 miles, were taken by Expedition 27

crewmember Paolo Nespoli from the Soyuz TMA-20 following its undockingon May 23, 2011. The pictures are the first taken of a shuttle docked to the station

from the perspective of a Russian Soyuz spacecraft.

Bird’s eye view

ment investment accounted for about£220 million.

For many years, successive U.K. gov-ernments have, it appears, been lessthan enthusiastic in their supportfor the space industry, especiallywhen compared to neighbors in con-tinental Europe. Has there been areal change in attitude from the gov-ernment to space in recent yearsand, if so, why?

There has been a change—afterall, we have a space agency now. Be-fore the new agency was formed, weworked through the British NationalSpace Centre. It was a partnershipacross government in which each de-partment made its own decisions,

which resulted in a lot of independentinitiatives. But now, space is beingviewed as much more of an integralpart of life; we have a higher visibilityat the senior levels of governmentthan ever before.

The new agency ups the game. Itmeans that there are now governmentministers making decisions on fundingissues. It means we are also integratedwithin government thinking on issuessuch as security—which is differentfrom defense—so, for example, gov-ernment can now more easily addressthe challenges of coping with the se-curity implications of protecting criti-cal satellite systems.

In a recent government study, forthe previous administration, we lookedat the impact of losing GPS signals, inboth the short term and long term, onthe economy and wider society. Wefound that in the short term this wouldhave a major impact on electricitysupplies, for example, as energy sup-

pliers now use GPS for synchronizingelectricity grids when connectingthem together.

The results of the study showedus just how much now society de-pends on space technology for com-munications and media. The publicexpects real-time broadcast from re-mote locations, for example, not justfor news but for sport. A world with-out satellites would be like a worldwithout computers. We’d be back tothe 1960s.

The government has recognizedthat in at least four areas the U.K. hasa very strong space sector. In Earthobservation the U.K. is heavily in-volved in ESA programs. We have avery strong small satellite industry in

the U.K. [see ‘Conversa-tions with Sir MartinSweeting,’ February, page14] which is the envy ofmuch of the world. We’restrong in satellite naviga-tion, with our involve-

ment with the Galileo program, andwe have a large slice of the spacetelecommunications business. I esti-mate the U.K. has about 25% of theglobal market in commercial telecomsand that, collectively, Europe hasaround half the market.

And we now have a broadbandsatellite flying—Avanti’s HYLAS waslaunched in November 2010; we’realso fairly strong both in space explo-ration and in space science.

But the U.K., unlike other countries,does not have an indigenous launchcapability. Has the U.K. missed outbecause of that?

It’s difficult to say. The originalAriane design envisaged a U.K.-de-rived second stage, but we pulled outearly in the program. We subscribed toa policy of having access to a Euro-pean launch capability, but not to theindustrial policy of developing a pro-duction capability. It is not essential

The U.K. Space Agency was launchedin March 2010 and is now responsi-ble for all strategic decisions on theU.K. civil space program. How doyou measure whether the agencyhas been successful in its aims?

We have some simple measuresof success—the work we can win fromthe European Space Agency and howmuch we can reduce our internalcosts, for example. But obviously weneed to measure our success in otherways. We want to remain the recog-nized voice of the U.K. in the interna-tional space program community, tomake sure that government has ahigher view of space, understandingthe value of the industry and its grow-ing importance. We want to continueto be successful in developing ourstrengths in the academic world, inspace exploration and Earth observa-tion, and to promote the U.K.’s spacecapabilities in all other areas.

The objective of the agency is to im-prove the U.K. space sector’s growthrate and to increase revenues bymore than six times to £40 billion by2030, at the same time increasing theU.K.’s share of the global industry to10%. These are ambitious targets.

The targets have been set with thehelp of industry. Most of the spacemarket is in ‘downstream’—users ofthe space technology; we are alsoconcerned with ‘upstream’ space sys-tems—providers of space technology.This is already growing rapidly. Whenyou consider that of the largest 100FTSE [London Stock Exchange index]companies, two are space organiza-tions, INMARSAT and BskyB—compa-nies based entirely on space systems—that’s not a bad representation.

The targets are ambitious but real-istic. Currently we have around 6% ofthe global commercial space industryand a turnover of £7.5 billion, ofwhich the upstream sector accountedfor some £800 million. Direct govern-


“A world without satellites would belike a world without computers. We’d be back to the 1960s.”

David Williamsnterview by Frank Sietzen

for all European countries to be in-volved in all developments.

I have to say that we have neverbeen in a position where we couldn’tfind a launcher.

The U.K. is now an integral part ofESA, but doesn’t that make it moredifficult to build industrial relation-ships with other space powers, inBrazil and China, for example?

We are currently a big player inthe space science sector in Japan andthe U.S., but through ESA. We havenot yet moved into working withChina because, among other factors,there are technology transfer issues toconsider.

And one of the key questions youhave to address is: How much capac-ity do you really need? We have takenthe route of focusing in key areasrather than trying to spread ourselvestoo thin.

It hasn’t handicapped us not tohave this technology. And those thatdo now face new issues. For example,in the U.S., launcher service systemsare now undergoing some radicalchanges with the introduction of com-mercial operators.

So do you see the role that commer-cial companies play in the globalspace market developing further,into areas that were previously thepreserve of governments?

In the U.K. we have a thrivingcommercial sector throughout a rangeof different markets. From space sci-ence research, with projects like theMars Explorer and the James WebbSpace Telescope, the U.K. commercial

space sector is highly active. We havevery strong academic industry partner-ships within the U.K., and even on themilitary side with Paradigm, whichsupplies military-hardened satellitecommunications—primarily to the U.K.armed forces, but also to other gov-ernments and organizations aroundthe world.

One of the benefits of not havinga huge government agency to oversee

the development of the industry isthat we have been able to developsome very strong joint ventures be-

tween academic institutes and com-mercial operations.

In my experience, establishing acenter of excellence is one thing;maintaining that excellence is a biggerchallenge. Centers create an almostself-generating institution; I think thisis recognized in many countries. Inthe U.K. we maintain a system wherewe get business and research organi-zations to work directly with eachother. And to a certain extent ESA hastaken over the role of the strategic na-tional industry institution, allowing in-dustry to be more proactive.

The backbone to any successful na-tional space program must be thelink between research institutionsand industry, so there’s a well devel-oped resource of scientific knowl-edge from which programs can be

David Williams leads the U.K. SpaceAgency, which is responsible for allstrategic decisions on the U.K. civil spaceprogram and provides a single voice forU.K. space ambitions. Launched inshadow form on April 1, 2010, it was established as a full executive agency of the Dept. for Business, Innovation and Skills on April 1 of this year. The new agency replaced the British National Space Centre (BNSC), whereWilliams served as director general fromMay 2006.

In taking up that post in 2006, Williamsalso became head of the U.K. delegationto ESA, and in June 2010 he was electedto serve as chairman to the ESA Council.Before his appointment as director general of BNSC, Williams spent 10 yearsas head of strategy and international relations with EUMETSAT (European Organisation for the Exploitation of Meteorological Satellites) in Darmstadt,Germany. His earlier experience includeswork in the U.K. with the Natural

Environment Research Council, whichfunds scientific research in universitiesand other centers.

Before entering industry Williams was a lecturer in the Dept. of Geography at the University of Reading, from which heearned a B.S. degree in 1974 and a Ph.D.in 1978.


Interview by Philip Butterworth-Hayes

“And one of the key questions you have to address is: How much capacity do you really need? We have takenthe route of focusing in key areas rather than trying tospread ourselves too thin.”

neering production skills, especially inareas such as nanotechnology, to havepeople who understand the technol-ogy of how the computers, which ac-tually build the space systems, reallywork. We need modern-day machinetool workers, the people who genera-tions ago in motor factories used tobuild and engineer the tools that madethe parts and understood how the var-ious engineering elements of a motor-car worked together.

Are the essential programs nowproperly funded in the U.K.?

One of the benefits of the newagency is that it has secured the fund-ing stream to meet our current com-mitments. One of my jobs has been toset out a stable budget, and that issomething we now have, along with aclear agenda of programs.

If there are any areas where Ithink we need to develop our expert-ise further in the U.K., they are in thesectors of instrumentation for Earthobservation and developing technolo-gies for the assimilation of data.

We also need to look more closelyat the next generation of launchers.

From my understanding of the tech-nology, we are getting fairly close tothe limits of lift capability possiblefrom solid or liquid propellant rockets.That means we need to look at newtechnologies. In the U.K., Reaction En-gines has been working on the Skylonreusable space launcher, using air-breathing engines for some of thelaunch cycle. The key technology areahere is in the heat exchanger, aimed atreducing the energy from high-speedair entering the engine. These ad-vances in technology could representa relative democratization of access to

space, and it’s something we are keento support.

The other way to reduce launchcosts is to develop new competitivebusiness models, which is under wayin the U.S.

We are also working on whetherit could be sensible to apply nuclearpropulsion systems to power vehiclesin space, where you need a lot of con-sistent low-thrust power over long pe-riods, and where you need to designpower systems which won’t fail be-cause the chemicals run out or the so-lar panel collapses.

What’s the size of the U.K. spaceworkforce?

Around 25,000 jobs in the U.K.work directly in the space industry.We’re finding more and more peoplenow involved in developing software,which is the essential core of the busi-ness, and [the core] around which thehardware sits.

What’s your biggest challenge now?The biggest hurdle has been get-

ting the agency into place. I’m con-cerned now about the next stage ofhow the space industry evolves, howyou develop operational capacity fromthe continued research and develop-ment programs.

We are at the point where spaceneeds to be more open and more in-tegrated within society. It is very muchlike the television industry in the1950s, or how the computer industrybegan, basically as government enti-ties. But government exited these in-dustries, and I believe in space we willhave to see governments move furtheraway as the industry becomes moreintegrated within society.

launched and a pool of well qualifiedpersonnel from which companiescan draw. How healthy is that link inthe U.K., and is space still an attrac-tive subject for undergraduates?

STEM subjects (science, technol-ogy, engineering, and mathematics)are still popular, and space still excitesstudents. We have worked hard tosupport space within the national edu-cational curriculum (for schools).About three or four years ago westarted to introduce space subjects intothe existing core areas of education—

for example, using problems of howto put satellites into space, or usingsatellite images for geolocation les-sons—rather than teaching space as aseparate subject. We have some earlyindicative information that, from theschools where this has been intro-duced, we are starting to see the aver-age grades of pupils rise, once spacesubjects are introduced.

But for further education, are weteaching the right subjects to theright people at the right places?

Universities are independent, soit’s up to them what is taught. In the

U.K. we have a number of universitieswhere space science is taught at theundergraduate level. We’ve seen thatmany of these students do not alwayspursue their careers in space, prefer-ring to become bankers for, example.

But the academic world is bothglobal and mobile—which means wehave a lot of foreign students nowstudying in our universities, and a lotof U.K. students studying abroad.

I think if there is an area wherewe need to increase our pool of talent,it is in the technology and engineeringside. We need to build on the engi-


“If there are any areas where I think we need to develop our expertise further in the U.K., they are in the sectors of instrumentation for Earth observationand developing technologies for the assimilation of data.”

“I believe in space we will have to see governments move further away as the industry becomes moreintegrated within society.”

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Single-aisle jets: The more things change…


ever, this informal ‘home countryagreement’ does not appear to bestanding up to the arrival of new play-ers. Canada will likely use ECA fi-nance for CSeries.For the future, the two current

manufacturers are planning to rampup output, partly as a way of fillingmarket demand before the new gener-ation of products arrives. In May, Air-bus announced that it would raiseA320 production to a new record, 42per month, by the fourth quarter ofnext year.Boeing is also upping its output

rates, although less aggressively. Thecurrent 31.5 per month rate is increas-ing to 38, and the company is alsostudying a 42-per-month rate after2013, depending upon supply chainconsiderations.

Pioneer or martyr?In theory, this market offers tremen-dous opportunities for new marketplayers like Bombardier, whose 110/130-seat CSeries is the most promisingnew product. But in reality, the strongadvantage afforded by their produc-tion volumes gives Airbus and Boeingan extremely strong defensive posi-tion. This is best illustrated by theproblems facing the CSeries.Launched in August of 2008, the

CSeries was the first announced appli-cation for the new generation of sin-gle-aisle engines, in this case Pratt &Whitney’s PurePower geared turbofan.But after almost three years, only twoairlines, Lufthansa and Frontier, haveplaced orders, and neither has agreedto be the launch user. The CSeries is inthe very unusual position of being justtwo years away from entering servicewith an unknown carrier.The main problem for the CSeries

has been Airbus’s strong market posi-tion, and the production volumes thatresult. In December 2010, the com-pany launched its A320neo (new

twin-aisle era (45% is closer to the his-torical average). This strong outputwas driven by demand in emergingmarkets, particularly China and India,but also by the popularity of these twojet types as investments by lessors andfinancial houses.With this much at stake, govern-

ments are playing a prominent role insupporting their national manufactur-ers. Bombardier is getting Canadianand provincial government launch aidto develop the CSeries. The Russianand Chinese jets, of course, are purelygovernment-funded creations. Andboth Airbus and Boeing have reliedincreasingly over the past three yearson customer financing support fromexport credit agencies (ECAs) such asthe U.S. Export-Import Bank.Notably, in May 2011 Ex-Im Bank

announced that it would providefunding for 737 sales to U.S. carriers, aradical departure from the primaryECA mission of supporting exports.This change is largely due to the ar-rival of the CSeries as a force on themarket.Historically, ECA finance has only

gone to carriers domiciled outside theU.S. and Airbus home countries. How-

THE SINGLE-AISLE JETLINER MARKET ISat record levels in terms of output. Notsurprisingly, new players want a pieceof it. Regional jetmaker Bombardier istrying to break into the mainline sin-gle-aisle market with its 110/130-seatCSeries. Bombardier’s regional marketcompetitor, Embraer, might followthem with a larger jet. China’s COMACwants to break into the market with its150-seat C919. And Russia’s UnitedAircraft wants to stage a comeback, af-ter an absence of a decade or so, withits 150/200-seat MS-21.Yet for the foreseeable future, this

market will be dominated by the twocurrent single-aisle manufacturers, Air-bus and Boeing. The only change inthis segment is at the propulsion level,providing the current manufacturerswith an opportunity to maintain theirduopoly position.

Much at stakeLast year, the two large jetliner primesdelivered a total of 777 single-aislejets—a record not only in volume butalso in terms of output. In terms ofvalue, these A320 and 737 series jetsconstituted 56% of the total jet market,a level not seen since the dawn of the

Bombardier CSeries

AEROSPACE AMERICA/JULY–AUGUST 2011 17

engine option) series, offering a choiceof Pratt & Whitney’s PW1100G Pure-Power or CFM International’s LEAP-X.The neo series has already attractedmore airline customers than the C-Se-ries, with well over 300 firm and op-tion orders.

The problem for Bombardier isthat it is not competing with the aver-age cost of an Airbus single-aisle jet. Itis competing with the marginal cost toAirbus of building additional A319/320neos on top of the hundreds ofA320/321neos it will be building an-nually. Bombardier will be forced tooffer very seriously discounted CSeriesprices to match this volume.

Time will tell if Bombardier will beable to compete against seriously ag-gressive prices. If it fails as a pioneer,the CSeries will still have played a no-ble role, akin to martyrdom. As thefirst jet to be offered with new-gener-ation engines, it guaranteed a re-sponse from Airbus—all the real andrumored CSeries buyers were Airbuscustomers.

Bombardier may have effectivelykicked a hornets’ nest. Over the pastfew months, Airbus has signed upboth of the CSeries airlines as newneo customers. In March, Lufthansaordered 30 A320/321neos. RepublicAirways Holdings, parent company ofFrontier Airlines, has also put downan $8 million deposit with Airbus for

A320neo-family aircraft (the specificmodel is not known yet). Airbus hasalso prioritized its A319neo, movingits service entry from 2017 to 2016.This model directly competes with theCSeries’ 130-seat CS300.

The elephant in the cornerBoeing, the other half of the jetlinerduopoly, is either in a tight corner ora strong position, depending uponyour perspective. But as of right now,it looks like a tight corner.

On the one hand, the company in-sists that its current 737NG has alwayshad a fuel-burn advantage over theA320 series, and the A320neo seriesmerely helps Airbus play catch-up.Also, Boeing has historically enjoyedwaiting to see what the competitionwas doing, rather than making the first

move. This approach worked verywell with the 777 relative to the MD-11 and A330/340.

Yet it is clear that in a time of highfuel prices, the A320neo series willcontinue to gain traction. It is likely aswell that one or more key 737NG cli-ents will defect to Airbus. They mightconceivably defect to Bombardier aswell. Southwest Airlines, the biggest737 customer and the launch customerbehind the 737 Classic and 737NG,has said that 2020 is too long to waitfor a new Boeing jet. Delta, American,and several other important single-aisle customers will likely place neworders in the next few years. A dis-counted 737NG will be at a disadvan-tage, assuming fuel stays expensive.

This means that Boeing will have alimited menu of technological options

Airbus A320neo

150

100

50

0

1958 1962 1966 1970 1974 1978 1982 1986 1990 1994 1998 2002 2006 2010

Source: Teal Group

AVERAGE SEATS 70–220 PASSENGER JETS (deliveries)

1960–2010:0.2% CAGR

2001–2010:-0.1% CAGR

1990–2010:-0.2% CAGR

18 AEROSPACE AMERICA/JULY–AUGUST 2011

ward the end of the decade, there willbe many more technological options,and Boeing will be in a better financialposition to launch an all-new aircraft.It can move forward with a 180/230-seat 757/767-200 replacement, arrivingaround 2022-2024. While this wouldcannibalize some of the 737-reenginedmarket, that would not be enough toundermine the overall success of the737-Re program. And more important,Boeing would avoid losing a signifi-cant part of the 145/170-seat marketover the next decade.

Embraer watches the watcherIf Boeing is taking a somewhat pas-sive approach to this segment rightnow, Brazil’s Embraer is even morecalm about assessing its options. Thatis understandable, because Boeing’snext move will provide considerableguidance. If Boeing launches a largersingle-aisle product and abandons thesub-150-seat market, there is plenty ofroom for Embraer to expand with anew 140/150-seat jet. But with Boeinglikely to stay in the 145/185-seat seg-ment, a major derivative of Embraer’sERJ 190 would be a logical step, witha fuselage stretch allowing 120 seats intwo classes. This derivative would fea-ture new or improved wings and, ofcourse, a new engine.

These two concepts are not mutu-ally exclusive. Going with both would

Boeing, then, would not be able torely on technologies that primarilycontribute advantages to larger jets,such as composite primary structures.And of course it would not be able touse size as a rationale for doing a newjet. In May 2011 CEO Jim McNerneystated that any new Boeing aircraftwould address the “heart of the mar-ket,” or the 145/185-seat range.

In short, the company will likelyneed to launch some kind of new orreengined single-aisle product in the

next 24 months. When it does, it willlikely find that the additional cost pre-mium of an all-new jet (about $4 bil-lion-$5 billion above the cost of a 737reengining) is not justified by the tech-nology available in this time. A re-engined 737, despite its drawbacks, istherefore the most likely solution.

Of course, this problem also pre-sents Boeing with an opportunity. To-

for an all-new product. There aresome promising technologies that willbe available after 2020 (or 2025-2030,in Airbus’s view), such as composites,advanced propulsion, and fly-by-lightcontrols. But for a product launchedin the next two years or so, new en-gines are about the only key enabler.

Thus, in its choice between a 737reengine and a new jet, Boeing is con-strained by time. But it is also con-strained by size. Despite all the con-siderable discussion about single-aislejets getting larger, thereis absolutely no quanti-tative evidence that thisis a long-term trend.Looking at the averageseat count of all single-aisle 70/220-seat jetsdelivered since thedawn of the jet age, jetsize has remained re-markably constant. Ac-cording to the TealGroup’s delivery data-base, there has been a 0.2% com-pound annual growth rate in seatcount since 1960. Although the lastfive years have seen some growth,with average seat count going from125 in 2005 to 144 last year, this hasmerely been a reversion to the long-term plateau. There is no evidencethat seat size will continue to grow be-yond this level.

1977 1979 1981 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011e

Source: Teal GroupNote: 100+ seats, Airbus and Boeing only single aisle 200/250 260/400 B747/A380

A HEAVILY SINGLE-AISLE CYCLEJeliner segment deliveries (share of deliveries by value)

%100

80

60

40

20

0

ARJ21


offer strong advantages. A short-term120-seat ERJ 190 upgrade would har-ness new engine technology, while alarger jet, arriving after 2020, couldtake advantage of new airframe tech-nology without completely displacingthe ERJ 190 on the market. Accordingto Embraer, a composite-based jet isone option for the all-new model. Awider fuselage would allow for three-two seating, as with the CSeries.

A two-track approach would alsofit nicely with the company’s currentnew product development obligations.Through 2016, much of Embraer’s en-gineering workforce will be focusedon the Legacy 450/500 business jetsand KC-390 military transport. With atwo-track approach, itwill be able to developa major ERJ 190 deriva-tive in the same timeframe as the other proj-ects, followed by by anall-new larger jet justafter the end of thedecade.

Other newcomersThe Chinese and Russian single-aisleofferings are both undermined by onecrucial weakness: They are being de-signed, built, sold, and supported bygovernment-owned companies. Histor-ically, government-owned aerospacecompanies do an extremely poor jobof meeting market needs.

It is also notable that these prod-ucts are not first attempts to break intothe jet market. COMAC’s C919 is actu-ally China’s second recent attempt atcivil jet design, and the ARJ21, whichmay enter service later this year, looksset to be instantly forgotten as an ob-solete design with serious develop-ment problems.

As for the MS-21, it is an effort toreturn to the market Russia was forcedto exit after the collapse of the SovietUnion. There is no reason to believethat the MS-21 will do better than allthe other post-Soviet Russian jets thathave been offered with modern en-gines, such as the Tupolev Tu-204 andIlyushin Il-96.

Neither the C919 nor the MS-21 of-fers any promise in global markets.

Yet it is possible that they will fill aportion of domestic demand in theirhome countries. That prospect alonewill encourage Airbus and Boeing tokeep their products updated with im-provements to the new engine fami-lies as they are made available. Thisability to rapidly update and incre-mentally improve their products is an-other advantage held by the currenttwo jetmakers.

All four current and potential newsingle-aisle-market entrants are en-abled by one factor: the arrival of newengine technology. Without it, devel-oping new airframes to play catch-upwith the two established manufactur-ers would have few charms. With the

new engines, there is the hope of be-ing a first adapter, and perhaps evenleapfrogging ahead of the establishedplayers while they focus on their ex-pensive new twin-aisle jets.

Airbus has sensed this, and hasquickly co-opted the new engines,putting the newcomers back in theposition of playing catch-up. Boeingand Airbus have not yet moved in asimilar direction. But it is difficult forany airframer to admit that it is not inthe driver’s seat in a particular seg-ment of the market. Having new en-gines drive change makes single-aisleairframes more of a commodity thanthey are in the twin-aisle segment.

Having new engines drive changealso gives the airframers fewer oppor-tunities to affect the market with theirown new technology. They will riseand fall by the usual metrics: sales-manship, product support, and the fi-nancial appeal of their products. Andin these areas, Airbus and Boeing willalways have a very strong advantage.

Richard AboulafiaTeal group

[email protected]

Mechanical Engineering Open Rank Positions

The Department of Mechanical Engi-neering at the University of Maryland, College Park is seeking candidates at all academic ranks for two faculty posi-tions. Priority will be given to candi-dates with expertise in one or more of the following areas: Combustion and Energy Sciences, Design, Dynamical Systems, Energy Systems Engineering, Prognostics and Health Management, and Risk Analysis and Reliability En-gineering. Appointments are expected to begin in January 2012.

Please visit http://jobs.umd.edu and reference posting # 105898 to view the complete job announcement and appli-cation instructions. Application review begins on August 1, 2011 and will con-tinue until the positions are In-quires may be sent to:

Please visit our department website for additional information:

The University of Maryland is an EEO/AA employer. Women and minorities are encouraged to apply.

MS-21


ON MARCH 30 AT GEORGETOWN UNI-versity, addressing the subject of en-ergy security, President Barack Obamaobserved, “Our best opportunities toenhance our energy security can befound in our own back yard—becausewe boast one critical, renewable re-source that the rest of the world can’tmatch: American ingenuity…Americanknow-how.”

To illustrate the point, the presi-dent said, “Just last week, our AirForce…used an advanced biofuelblend to fly an F-22 Raptor faster thanthe speed of sound. Think about that.I mean, if an F-22 Raptor can fly fasterthan the speed of sound on biomass,then I know the old beater that you’vegot, that you’re driving around in, canprobably do so, too.”

That F-22 flight is the result of afast-paced effort by the military tohelp develop, test, evaluate, and cer-tify alternative jet fuels for the AirForce and Navy aircraft fleets, fuel in-frastructure, and ground support vehi-cles and equipment.

The Air Force is aiming to get halfof its continental U.S. drop-in jet fuel,or 400 million gallons, from competi-

tively priced alternative sources—typi-cally a blend of alternative and con-ventional fuel—by 2016. Another goalis to develop a greener way of pro-ducing the new fuels, one that im-proves on the methods currently usedfor others such as the kerosene-basedJP-8 (Jet Propellant 8) that powers themajority of the Air Force’s manned air-craft and UAVs and the JP-5 fuel usedin Navy aviation.

As the DOD’s largest consumer ofjet fuel, the Air Force uses roughly 2.6billion gallons a year. That is about10% of the entire domestic market,representing most of the service’s en-ergy costs of around $7 billion. Hencethe rationale for looking seriously atalternatives to dependency on oil-based fuels, which are subject to se-vere price and supply swings.

Beyond its own needs, the AirForce is working closely on certifyingnew fuel blends for use in the civilaviation sector with the CommercialAviation Alternative Fuels Initiative(CAAFI). A broad coalition establishedin 2006, it includes airlines, aircraftand engine manufacturers, energy pro-ducers, researchers, international par-

ticipants, and U.S. government agen-cies, including NASA and the Defense,Transportation, and Energy Depart-ments. CAAFI’s goal is to promote thedevelopment of alternative jet fuel op-tions that offer equivalent levels ofsafety and are cost competitive withpetroleum-based fuel, while also offer-ing environmental benefits and en-hancing the security of our nation’senergy supply for aviation.

Spearheading the Air Force’s alter-native jet fuels effort is the service’sAlternative Fuels Certification Office inthe AFRL (Air Force Research Labora-tory) at Wright-Patterson AFB in Day-ton, Ohio.

Tim Edwards, a senior chemicalengineer with the Propulsion Direc-torate, says the alternative fuels workat Wright-Patterson builds on three-quarters of a century of fuels researchat the base, beginning with “high-oc-tane aviation gasoline for the enginesthat helped win WW II, and throughthe jet age with advanced fuels like JP-7 for the SR-71 Blackbird and JP-10,the fuel for the cruise missile.”

In the early 2000s, notes Edwards,“Bill Harrison, who’s now the techni-cal advisor for fuels and energy in thePropulsion Directorate here, had beenworking with the Dept. of Energy onsmall-scale fuels made from coal andbiomass. It was a fairly low level of ef-fort. In 2006 Harrison briefed Secretaryof the Air Force Michael Wynne, whowanted to help get it moving, andpretty much said, ‘What does it taketo fly a plane on this by the end of theyear. This is exciting work but you’regoing too slow.’”

After Harrison’s group flew a B-52on a fuel derived from natural gas inlate 2006, the effort picked up: In 2007the Air Force established the Alterna-tive Fuel Certification Office, managedby Jeff Braun, and Harrison’s groupwas tasked to continue fuels R&D. Inaddition, to improve and standardize

Green fuels for the wild blue yonder

An F-22 Raptor powered by biofuel takes off March 18, 2011, at Edwards AFB. The flight was the capstone of a series of ground and flight test events conducted by members of the 411th FlightTest Squadron for the F-22, using the biofuel blend. (USAF photo/Kevin North.)

Green Engineering

the aviation fuel certification process,a team was established to develop asystems engineering-based approachto fuel and fuel additive certification.

Fischer-Tropsch and beyondThe first major advance in certificationwas to blend the JP-8 fuel with up to50% of a synthetic paraffinic kerosenecomponent derived from the Fischer-Tropsch process, the set of chemicalreactions that convert a carbon mon-oxide and hydrogen mix into liquidhydrocarbons. The Air Force has al-ready met this year’s goal of testingand certifying all its aircraft for use ofa 50/50 synthetic fuel blend. One drawback of Fischer-Tropsch

fuel, notes Jeff Braun, is that while thefuel “burns cleaner than petroleum,the manufacturing process createsmore CO2” than does the process forproducing standard jet fuel in the spe-cific case of Fischer-Tropsch syntheticfuel derived from coal without usingcarbon capture sequestration (CCS)methods. He adds, however, “Coal de-rived FT fuel that is cofired with bio-mass or that utilizes CCS could have amuch lower CO2 footprint than stan-dard petroleum-based fuel. In fact, FTderived exclusively from biomass hasthe potential for having the lowest car-bon footprint of all alternative fuels.”Turning to an alternative fuel that

has very promising overall environ-mental characteristics, in 2009 the AirForce developed a new requirementto develop hydrotreated renewable jetfuels, or HRJs, which are made frombiomass. “What we’re looking at rightnow,” states Braun, “is the conversionof animal fats—such as beef tallow,chicken greases, and chicken oil—andplant oils into aviation-grade kero-senes.” Also being examined are algaeas well as synthetic fuels derived fromdomestic coal and natural gas.Braun emphasizes that his group is

“feedstock agnostic. We don’t carewhat feedstock is used, but the result-ing fuel must meet JP-8 specification,and it must replicate JP-8 perform-ance.” Adds Edwards, “The HRJ fuelthe F22 flew on, we call it hydropro-cess renewable jet. An HRJ fuel made

from algae grown in Arizona mightmake sense there. In other places,such as Florida, Montana, and Wash-ington, you might grow camelina,which is a fairly hardy weed. Anotherfuel we’re working on takes wastebiomass like agricultural waste, orwoody biomass like switchgrass, andmakes a similar drop-in fuel. And thatwould make sense in the Midwest.The market is really going to deter-mine which process makes the mostsense in which parts of the country.”The reason for blending both HRJ

and Fischer-Tropsch fuels with con-ventional jet fuel, says Braun, is that“we want to retain some of the quali-ties and some of the chemical charac-teristics of the JP-8.” He notes that al-ternative fuels do not have naturalaromatics, the jet fuel compound thatpromotes growth in the system’s seals,such as O-rings. “Initially, Braun says, “using 100%

of the alternative fuels in testing, wewere seeing leakage. We found whenwe blended with JP-8 at a 50% volume,we got enough aromatics to promotesufficient growth in the seals to preventthe leaks. Another reason why we go50% is for density. These alternative fuels originally were a little bit less

dense than their JP-8 counterparts. Byblending them at 50%, we were able tobring the density back up to a morehistorically acceptable range.”While certification of the Fischer-

Tropsch fuel involves fleet-wide test-ing, Braun says for HRJ fuels “we’renot going to test every aircraft andevery system. What we’ve done isidentify different pathfinder systems,systems that are either fleet-wide rep-resentatives or considered the mosttechnically challenging systems outthere (for flight test). “In addition, we are doing other

various engine tests, auxiliary powerunit tests, just trying to hit the criticalpoints that were gleaned from the Fischer-Tropsch data.” In this method,Braun explains, HRJ fuels are firsttested on an A-10C Thunderbolt II air-craft “to get the fuel up in the air justto prove that, yes, in fact, we canpower flight and we can get basic sys-tems working with the fuel in a dem-onstration concept.” The fuels will then be tested on

the three designated pathfinder air-craft. First is the C-17 Globemaster IIImilitary transport plane, “representingall the mobility aircraft,” says Braun; itwas certified for biofuel usage in Feb-

An A-10C Thunderbolt II from Eglin AFB, Florida, flies along the coast of Florida March 25, 2010, duringthe first flight of an aircraft powered solely by a biomass-derived jet fuel blend. The A-10 was fueledwith a 50/50 blend of HRJ and JP-8. (USAF photo/Senior Master Sgt. Joy Josephson.)


teraction with the fuel blend.“We’ll look at component testing,

maybe just an APU, maybe just agauging system, and then subsystemtesting, to include full-up uninstalledengine tests. And finally, we’ll do theend-to-end systems flights, where it’sthe actual flight test of the aircraft. Wedo a building block approach beforewe just go out and fly the airplane.”

Alcohol to JetBraun cautions that to meet the AirForce’s 2016 goal, replacing 50% ofthe current JP-8 fuel with an alterna-tive blend (about 400 million gallons),they may need to look even beyondFischer-Tropsch and HRJ fuels. “We’realso interested in evaluating othertechnologies, other approaches, otherprocesses. We’re currently trying togain approval to start certifying a thirdpathway, called Alcohol to Jet (ATJ),where you take cellulosic materialslike woods, grains, and paper prod-ucts and extract the sugars from the

ruary. Second is the F-22 Raptor, “thehighest performance fighter aircraft wehave, and the most technically compli-cated aircraft.” Third is the GlobalHawk UAV, “because of the environ-ment it operates in,” he says.

Comprehensive testing processSo how does the testing process work?As Braun explains, “The first thing thathappens before any of these fuelstouch an aircraft is that our laborato-ries analyze the fuel. That’s where weget a lot of the chemical compositioncharacteristics defined—the lubricity,the density. Then we’ll go through aseries of materials analyses. We’ll sub-ject common materials and not socommon materials that are used inmanufacturing processes and in air-craft, whether it is in the fuel system,somewhere in the engine, or even inthe skin coatings. We’ll subject thosematerials to soak tests with the fuel. Ithink we’ve looked at almost 100 ma-terials thus far to see if there is any in-


Green Engineering

Richard Strievich, with the University of DaytonResearch Institute, runs lab tests on camelinaoil at the AFRL. (USAF photo/Bonnie White.)

Our successes have been won through understanding critical requirements and management of the project. From simulation and fabric design, to mechanical design and programmatic testing, Airborne Systems is the world leader in technology for entry, descent and landing systems, manned space ßight applications, booster recovery systems, and planetary exploration missions.

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cells and ferment those sugars into hy-drocarbons, which we can hydro-process into aviation-grade kerosene.

“The beauty about the ATJ path-way is that it significantly increases theavailable feedstock. In the HRJ effort,where we are using plant oils and ani-mal fats, there’s only so much beef fatavailable in the U.S. There are only somany chicken renderings available.Vegetables have other uses as well.

“When you start looking at cellu-losic materials, you’re looking at wastematerials—agricultural waste, timberwaste, papers. Theoretically you couldstart looking at garbage. So it signifi-cantly enhances our feedstock pool,which would enhance our ability tomeet the 2016 goal.”

Edwards is confident that a newindustry will emerge to develop alter-native jet fuels. He notes that becausethe plants that make renewable jetfuel can also make diesel fuel, there isno reason why the U.S. could nothave plants that produce a couple ofhundred million gallons a year.

“The feedstock is here,” he says.“You’d just have to get your ducks in arow and make sure the farmers aregrowing the crops to make the feed-stock, that they can get crop insur-ance, that the plants are being built,that there are ways to transport thestuff there, and then that we get thefuel processed and into the pipeline.It’s more of an organizational and eco-nomic barrier than a technical barrier.”

Edward [email protected]

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Microwave launch idea heats up


A CREDIT-CARD-SIZE PIECE OF GRAPH-ite in a lab at NASA Ames could be thestart of something big in the world ofrocketry.

The graphite is being tested as apotential linchpin in a concept calledmicrowave thermal propulsion, whichcalls for focusing microwaves onto thebelly of a rocket to heat hydrogen fuelcoursing through its walls. The heatwould increase the pressure of the hy-drogen, and the resulting hot gaswould shoot out a nozzle, generatingthrust without combustion.

Exploring the concept is a loosealliance of physicists, students, andengineers from Stanford University,Carnegie Mellon, and the startup com-pany Escape Dynamics, which isfunded by one of the founders of theQuiznos restaurant empire.

However, if the rocket industry is

about to witness a revolution, it is oneat its earliest stages.

Uncomplicated, safeDavid Murakami, a Ph.D. candidate atStanford, is conducting thermal testson the piece of graphite using a 20-kW theater lamp. Ceramic is anotherpotential material for the device,called a heat exchanger. Whichevermaterial is chosen, it must be able towithstand temperatures of 2,500 K togenerate the required thrust. If graphiteturns out to be the material of choice,Murakami or other engineers wouldhave to figure out how to manufacturechannels into it and fill them with he-lium as a surrogate for hydrogen. Thesubscale heat exchanger would haveto prove the feasibility of transferringheat to hydrogen fuel with the re-quired efficiency.

For now, the name of the game issimplicity and safety. “We’re using he-lium because that’s almost as good aworking fluid as hydrogen, with thebenefit that it won’t explode,” explainsMurakami.

While Murakami’s tests are underway, officials at NASA and DARPA arediscussing the concept’s funding fu-ture. In January, advocates of micro-wave thermal propulsion finished con-tributing information to NASA Ames,which is working with DARPA on a re-view of options for externally pow-ered rockets.

Microwaves and lasers are consid-ered the most viable options. In the1960s and early 1970s, engineers con-ducted ground tests to show how hy-drogen could be heated by a nuclearreactor, in a project called NERVA (nu-clear engine for rocket vehicle applica-tion). Linking the concepts is a desireto generate thrust without lugging oxy-gen aboard a rocket for combustion.

So far, NASA Ames has providedinitial research funds for the micro-wave concept through a cooperativeagreement with Murakami’s mentor,physicist Kevin Parkin of CarnegieMellon. As a graduate student at Cal-tech in 2002, Parkin had become con-vinced that microwaves were the bestoption for externally propelled rock-ets, and the idea was the subject of his2006 Ph.D. thesis.

“I was looking at many differentways of getting to orbit and trying topick something that had a big per-formance increase and was near term,and [I] arrived at microwave thermalrockets that way,” he says. “We’re try-ing to demonstrate all of the things weneed to demonstrate at very low costand small scale, and build things upincrementally that way.”

A ‘no brainer’Parkin’s microwave thermal researchis funded by NASA, but the physicist isalso a volunteer adviser to Escape Dy-

Channels are machined into a credit-card-size segment of graphite for subscale testing. (Photo credit: David Murakami and Kevin Parkin.)

namics. The company was founded in2010 by Dmitriy Tseliakhovich, a doc-toral candidate at Caltech, and Rich-ard Schaden, cofounder of Quiznos.“Right now, we’re all privately

funded,” says Tseliakhovich, but “weare looking for partners in research in-stitutions and academia for 2012.”Tseliakhovich went to Canada

from Belarus and now hopes to be-come a U.S. citizen. As an entrepre-neur and scientist, he looked at thestate of the technology and concludedthat microwaves were the most prom-ising option. He approached Parkinfor help.Tseliakhovich’s opinion about mi-

crowaves came down to dollars andcents. After examining today’s energysources, the choice of microwaveswas a “no brainer,” he says. “Lasers re-quire much more subtle and compli-cated control optics. Microwaves costat least 100 times less than energy inthe laser beam,” he explains.Which is not to say the system will

be easy to develop. After years ofstudying and drafting papers on thephysics of microwave thermal propul-sion, the alliance knows it must provethe key elements of the system. “Weneed to show delivery of power fromsource to heat exchanger, and trans-ferring this energy efficiently enoughin the power of the jet,” Tseliakhovichexplains.

Keep it simpleThe alliance’s strategy is to remove asmany technical challenges as it canfrom its proposed design. In the firstiteration, a rocket would be air-dropped from an altitude of about 20km to avoid the problem of heatingthe rocket at liftoff, says Parkin.Projecting microwaves at low alti-

tude would be difficult, because ob-jects on the ground would reflect theenergy. So, for the first stage of theride to orbit, “We’re looking at somesort of variation on Global Hawk orWhiteKnightTwo as a carrier vehicle,”says Parkin.The alliance has not given up on

the idea of having a single-stage vehi-cle someday, but for now the rocket

would be dropped into the path of mi-crowaves beamed by about 100ground-based dishes. These would befocused on the surface of the rocket.Tseliakhovich says the rocket’s

payload could be protected from themicrowaves by a metal Faraday cage—the same technique used to containmicrowave energy in a microwaveoven. And even with precautions, hehas no illusions about launching peo-ple or large payloads to space anytime soon. “It will take a long time togo from small payloads to humanflight—years and years,” he says.

Enormous efficiency gainsIf the concept works, the efficiencyimprovements could be enormous.Since the hydrogen would not beheated by combustion, there would beno need to carry liquid oxygen; thatshould make the microwave rocketmore powerful pound-for-pound thana chemical rocket.“A mix of hydrogen and oxygen is

much less efficient than just hydrogen,because of the molecular weight,” ex-plains Tseliakhovich.In conventional rockets, some of

the energy released by the chemicalreaction is wasted moving the oxygenatoms carried in an oxidizer tank andin the exhaust gas.Parkin calculates that when hydro-

gen is burned with oxygen, about 16

MJ of energy are released per kilo-gram, versus 30-40 MJ for a pure hy-drogen system.On the specific impulse efficiency

scale, the best a conventional rocketcan do is about 450 sec, a unit thatrefers to the amount of time a givenmass of propellant can produce a cer-tain level of thrust. Calculations showthat a pure hydrogen rocket couldbreak 1,000 sec, Murakami says.

Choices aheadIt sounds great, but Parkin, Tseli-akhovich, and Murakami acknowl-edge they are just at the beginning.“There are two big challenges,”

Murakami explains by email. “Beam-ing large amounts of electromagneticenergy to a target many kilometersaway, and a heat exchanger systemthat can transfer that energy to theworking fluid.”Conducting a full-up microwave

demo involving megawatts of energywill not be easy. So the first task is tofind a material that can take the heat,since the hotter the fuel, the higherthe pressure, and the faster it willshoot out the nozzle. Murakami is test-ing graphite, but Tseliakhovich alsolikes refractory ceramics.Thermally testing materials is most

important, and at this point, Murakamiis agnostic about how that heat getsgenerated. “From the heat transfer and


A segment of graphite is heated to 2,000 K by a 20-kW light during a February test at NASA Ames. Later tests will add channels and helium to simulate hydrogen propellant. Photo credit: David Murakami and Kevin Parkin.


into all kinds of strange shapes younever thought were possible. Wrap-ping it around the tank is no problem.You can do it in a conformal way,”Parkin says.

That should help to simplify theaerodynamics. “Once you realize youcould wrap the heat exchangeraround the tank, there’s no reason togo to a kind of aeroshell that requiresstrange tank configurations or wingletsor anything like that,” he says.

The latest version of the conceptcalls for a cylindrical rocket with a fueltank 3 m in diameter and 6 m long.“That’s the target,” says Parkin.

Not to be underestimated is thechallenge of beaming the microwavesto the rocket. Microwave sources canbe ordered, but this would requirebuilding a large facility consisting ofdishes capable of forming high-powermicrowave beams. There are micro-wave sources, “and there are varioustechnologies to create high-poweredmicrowaves. But the two have not yetbeen combined. So that’s where thechallenge is on the beam facility side,”Parkin says.

If the microwave alliance canovercome these challenges, the payoffcould be enormous. Today, when arocket blasts off toward space, just 2%of its total mass consists of useful pay-off, says Tseliakhovich. In theory, 20%of the microwave thermal rocketcould consist of payload. The micro-wave alliance plans to prove it.

Ben [email protected]

fluid mechanics standpoint, the typeof radiation you’re using to heat it up(microwaves, millimeter waves, lasers,or our 20-kW light bulb) doesn’t mat-ter much as long as it gets absorbedand converted into heat,” he says. “Sowe decided to go with the most cost-effective system we could find,” whichwas a light bulb.

For the required thrust, Murakamineeds to get the material to about2,500 K; he has demonstrated 2,000 Kso far.

“Success would be, after exploringthe options and testing, being able tobuild (on a small scale) a heat ex-changer system that actually producesthe impressive values of specific im-pulse, thrust to weight, etc., thatKevin’s analyses say should be possi-ble,” Murakami says, referring toParkin of Carnegie Mellon.

In its strategy of not reaching toofar, the microwave alliance is eschew-ing not just single-stage-to-orbit flight,but also reusable rockets and largepayloads.

Parkin initially thought the rocketshould have a flat surface to absorbthe microwaves. He coauthored a pa-per proposing to use the lifting bodyshape of NASA’s canceled X-33 single-stage-to-orbit spaceplane.

“We’re not using X-33 aeroshellany more,” he says emphatically.

He came to that conclusion afterlooking at materials for the heat ex-changer. A flat surface would be un-necessary because of the advent ofgraphite fibers. “You can weave them

Carbon fibers can be woven into hollow channels to conform to the curve of a rocket.Photo credit: Kevin Parkin.

August is for

Aerospace

2012

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Congressional

Decision Maker

in your home district!

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The aircraft is only a transport mechanism for the payload, and all design decisions must consider payload fi rst. Simply

stated, the aircraft is a dust cover. Fundamentals of Aircraft and Airship Design, Volume I – Aircraft Design emphasizes that the aircraft design process is a science and an art, but also a compromise. While there is no right answer, there is always a best answer based on existing requirements and available technologies.

Concepts DiscussedThe authors address the conceptual design phase comprehensively, for both civil and military aircraft, from initial consideration of user needs, material selection, and structural arrangements to the decision to iterate the design. The book includes designing for:

• Survivability (stealth)• Solar- and human-powered aircraft systems• Very high altitude operation with air breathing propulsion

Fundamentals of Aircraft and Airship DesignVolume I – Aircraft DesignLeland M. Nicolai and Grant E. Carichner

AIAA Education Series2010, 926 Pages, HardbackISBN: 978-1-60086-751-4List Price: $119.95AIAA Member Price: $89.95

This book revises and expands the 1975 classic aircraft design textbook that has been used worldwide for more than 30 years. Completely updated with the latest industry processes and techniques, it will benefi t graduate and upper-level undergraduate students as well as practicing engineers.

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Special Features• Step-by-step examples throughout the book,

including designing a wing• Lessons captured from historical case studies of

aircraft design• Full-color photographs of multiple aircraft

11-0475

SIGNALS INTELLIGENCE (SIGINT) HASbecome the primary focus of elec-tronic warfare today (along with in-frared countermeasures systems), andit now garners genuine ‘A-list’ fundingfor both UAVs and manned airborneplatforms. Because threats are con-stantly evolving, and detecting IEDs(improvised explosive devices) is sodependent on SIGINT, continuingRDT&E, production, and upgradefunding will be needed. There are sev-eral major ongoing manned SIGINTprograms, in addition to other, morechangeable, UAV efforts.

Four-engine supremacyThe Air Force’s primary legacymanned SIGINT program is L-3 Com-munications’ RC-135, with systemsmounted on widebody Boeing 707s.Versions include Rivet Joint (about 17aircraft), Combat Sent (two), and Co-bra Ball (three), with developmentand integration managed by the AirForce Big Safari Systems Group. Somefunding is publicly declared, but otherfunding and most program details areclassified.

In February, FY12 upgrade budgetplans showed enhanced air surveil-lance capabilities and antenna im-provements for Rivet Joint, and geolo-cation improvements for Combat Sentand Cobra Ball. The budget plans alsoshowed future EAN 105 antenna inte-

countering traditional military commu-nication systems to an increasing em-phasis on commercial/civil counter-measures such as those used in Iraqand Afghanistan. A limited radar jam-ming capability has reportedly beenadded as well. Compass Call is nowmounted aboard 14 EC-130H Herculesaircraft. A 15th reportedly will beadded, and the system is expected toremain in service until 2025.

All aircraft were to be upgraded toBlock 35 standard by 2008. In Febru-ary, the Compass Call Baseline 1 (BL1)configuration was being fielded; eightaircraft will receive the BL1 upgrade.The BL2 configuration is projected tobegin fielding in the first quarter ofFY14; six Compass Call mission air-craft will receive BL2. A new missionequipment baseline is to be definedapproximately every 24-36 months,with funding in FY12 planned to sup-port development of BL3 upgrades.BAE Systems in Nashua, New Hamp-shire, is the primary subsystem devel-oper and integrator, with Raytheon inEl Segundo, California, also providingsome subsystems. Obsolescence anddiminishing manufacturing sources areaddressed with each baseline up-grade, and annually as part of sustain-ment responsibilities.

Judging from the long list ofplanned Compass Call RDT&E proj-ects—including the digital signal analy-

gration efforts and software improve-ments. Additional classified funding inall budget lines should be worth morethan $200 million annually. Our fund-ing forecasts are speculative, and in-clude Teal Group’s estimate of classi-fied funding.

In March 2010, U.K. defense secre-tary Bob Ainsworth announced thatthe U.K. had finalized its agreement tobuy three new Rivet Joint aircraft andrelated ground equipment, in a deal tobe worth well over $1 billion. Laterthat year, the RAF sent 51 Squadron’sNimrod R.1 SIGINT airplanes to Af-ghanistan, as their last mission beforeretirement. Then, in October, the U.K.government unveiled a new StrategicDefence and Security Review. Manybig-ticket programs were canceled inthe punishing budget cuts—includingthe entire Harrier jumpjet fleet. Re-tained on schedule, however, wereplans for purchasing Rivet Joint, dueto enter service after 2014.

Another major USAF program isCompass Call, a suite of ECM (elec-tronic countermeasures) systems de-signed primarily to disrupt voice anddata communications. Although Com-pass Call has been a fielded, opera-tional capability since 1983, it contin-ues to evolve and adapt to counterconstantly changing adversary tacticalcommunications. Most recently, thishas been reflected in a shift from

SIGINT: Manned systems still on top


AIRBORNE SIGINT FUNDING FORECASTRDT&E+Procurement (FY12 $Millions)

FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 TotalRC-135 214 352 394 413 388 336 280 258 270 259 3,164Compass Call 110 132 71 102 85 84 70 79 70 66 867EP-3 154 182 134 110 98 102 90 92 88 80 1,130ACS/EMARSS 14 44 44 56 96 108 60 18 20 18 478Guardrail/ARL* 46 34 28 38 36 76 102 49 60 58 527ASIP 356 413 437 486 471 493 533 558 483 453 4,683TSP 2 32 40 28 38 48 72 122 162 164 738Other 117 134 151 164 196 208 223 237 237 243 1,910Available 465 542 613 695 779 835 882 959 981 1,001 7,751Total 1,509 1,866 1,911 2,092 2,187 2,290 2,311 2,372 2,370 2,342 21,250

*Not including ASIP.


sis and exciter subsystem, or AXE; theSPEAR (special purpose emitter array);the integrated modern communicationreceiver; the human-to-machine inter-face; and network-centric operationsand phased-array transmit and receiveapertures—we believe a large portionof Compass Call funding is also classi-fied. We have broken out an estimateof SIGINT funding, though more thanthis will be devoted to ECM systems.

The Air Force also funds programsto develop new SIGINT technologies.Under the Compass Bright program,the FY12 budget this February fundedprojects including auto noise profiling,advanced wideband digital ELINT,cross cueing, spectral search, LPIsearch and copy, optimum audio ex-traction, hands-free audio processing,single-aircraft geolocation, and digitalwideband pulse receiver. Projects areselected through a data call processwhereby the USAF evaluates propos-als from the labs and industry to selectthe most promising projects.

The Navy’s primary legacy mannedSIGINT program is the EP-3E Aries II.Based on the P-3 Orion platform, ithas been in service for more than 30years. In early 2007, the Navy had 12

EP-3Es operational at any one time,but they were scheduled for retire-ment from 2014 to 2017. Service lifewill now be extended, with substantialupgrades, following the 2006 (andlater 2010) cancellation of the follow-on ACS/EP-X airborne SIGINT aircraft.Conversion of four more P-3Cs to EP-3Es was completed in 2007, giving theNavy a total of 16 EP-3Es.

Tempest in a teapot: ACS/EMARSSThe aerial common sensor (ACS) pro-gram was intended to replace both theARL (airborne reconnaissance low)and Guardrail for Army SIGINT/SAR/EO/IR surveillance and reconnais-sance. The Army envisioned a 38-air-craft procurement, with the entire pro-gram worth several billion dollars. TheNavy also planned to buy 19-20 ACSaircraft as replacements for its EP-3EAries II SIGINT planes.

Then, in January 2006, the Armyand Navy terminated ACS, after theEmbraer ERJ-145 aircraft proved to betoo small to carry all the payloads theservices required. But scheduled fund-ing continued, with the Army andNavy both analyzing alternatives. TheArmy planned to restart ACS with a

new technology development contractto two companies in late 2009, fol-lowed by single-developer EMD slatedfor the fourth quarter of FY14. Thiswould delay initial operational capa-bility until at least 2016. But in Febru-ary 2010, the program was reformattedas a less gold-plated system and redes-ignated the enhanced medium altitudereconnaissance and surveillance sys-tem (EMARSS). Perhaps the Army fig-ured two ‘ACS’ strikes were enough.

Finally, in November 2010, Army

Members of the 398th Air Expeditionary Group prepare an RC-135 Rivet Joint aircraft for a misson. USAF photo by Tech. Sgt. Robert J. Horstman.

Aries II is assigned to Fleet Air ReconnaissanceSquadron One and operates from Kadena AirBase, Okinawa, Japan.


tinue as the Army’s primary (and moreeffective) SIGINT platforms.

Guardrail and ARLThe AN/USD-9(V) Guardrail is still theArmy’s primary airborne SIGINT plat-form, carried on Hawker BeechcraftRC-12s. The principal version now inservice is the USD-9B Guardrail/Com-mon Sensor (GRCS), which added anELINT (electromagnetic intelligence)capability to the earlier COMINT func-tion. Production of new Guardrail air-craft ended in 2000, but the GRCS hasseen a number of system upgradesand improvements. More than 50 air-craft have been built, and about 45 re-main in service.

In September 2007, following thefirst cancellation of ACS aircraft, theArmy announced the Guardrail mod-ernization system integration programto upgrade 33 Guardrail aircraft (29operational, four training) to a newRC-12X standard, with a potentialvalue of $462 million over five years.Initial deliveries for testing occurred in 2010. The primary new sensor for

losers Northrop Grumman, LockheedMartin/Sierra Nevada, and L-3 Com-munications filed protests with theGovernment Accountability Office pro-testing the Army’s award to Boeing,and development work was frozen.

In March 2011, the GAO foundmissteps in the Army’s source selec-tion of Boeing. The Army announcedthat it “has agreed to reevaluate cer-tain areas of the competition, and fol-lowing those reevaluations, will makea new award decision in the near fu-ture.” So, back to square one.

What makes all this much adoabout very little, in market terms, isthat despite the constant media atten-tion, neither ACS nor EMARSS wereplanned to match funding of the big-ger four-engine manned SIGINT pro-grams such as Rivet Joint. Those havetrundled along doing their jobs—andearning hundreds of millions of dol-lars of funding—since before ACS be-gan. The Army’s new EMARSS plan,whenever it goes ahead, is now ashrunken program even in relation toACS, and Guardrail and ARL will con-

CECOM (Communications-ElectronicsCommand) awarded Boeing PhantomWorks in St. Louis, Missouri, an initial$88-million contract toward a $323-million, 42-month EMD program forEMARSS. The $88-million contract in-cludes orders for four EMD aircraft(with an option for two more) plusoptions for six LRIP (low-rate initialproduction) planes. About 36 produc-tion aircraft are expected eventually.

EMARSS will be based on theHawker Beechcraft King Air 350ERturboprop, including a crew of fourwith two operator workstations (for anEO/IR operator and a communicationsintelligence, or COMINT, specialist).Its mission is to eavesdrop on signaland communications transmissions,and use an EO/IR sensor with full mo-tion video to identify potential targetsfrom standoff range. Endurance willbe 5-7 hr at 25,000-ft altitude. Boeing’snew Argon ST subsidiary, in Fairfax,Virginia, is expected to develop theSIGINT sensor.

Boeing is new to SIGINT, but usedits mid-2010 acquisition of successfulCOMINT developer Argon ST andlate-2008 acquisition of SIGINT manu-facturer Digital Receiver Technologyto beat off the competition, includingNorthrop Grumman, Lockheed Mar-tin/Sierra Nevada, and the competitionfavorite—L-3 Communications, whichis producing about 40 similar MC-12Liberty ISR aircraft as a rapid responseacquisition initiative for the Air Force.Raytheon and SAIC also made bids,both but were eliminated earlier in theyear-long competition.

The Army hoped for an early op-erational capability within 18 monthsof contract award, or around October2012, with EMD aircraft serving over-seas under a forward operational as-sessment. But in December, EMARSS

AIRBORNE SIGINT MARKET SHARERDT&E+Procurement (FY12 $Millions)

FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 TotalNorthrop Grumman 356 413 437 486 471 493 533 558 483 453 4,683L-3 325 464 449 440 408 371 314 298 304 287 3,661BAE Systems 102 120 76 103 96 99 90 99 91 91 968Raytheon 28 33 18 25 21 21 17 20 17 16 217Other 106 118 132 143 169 184 200 204 207 210 1,673Available 593 717 799 894 1021 1123 1156 1192 1268 1284 10,048Total 1,509 1,866 1,911 2,092 2,187 2,290 2,311 2,372 2,370 2,342 21,250

An Army RC-12 taxis down the runway at Balad Air Base. USAF photo by Airman First Class Andrew Oquendo.


the RC-12X is Northrop Grumman’sASIP (airborne signals intelligencepayload) enhanced situational aware-ness (ESA) system.

In November 2010, due to (unwar-ranted) optimism about EMARSS,Army funding was shifted back fromGuardrail, and the GRCS moderniza-tion program (ASIP ESA) was to endafter the completion of 14 systems,versus the original plan to complete33 systems. The Army announced,“This change is to assist the funding,force structure, and manning for theEMARSS program, without losing nec-essary capability to the force.”

In January of this year, the first twoASIP-upgraded RC-12X Guardrail air-craft left Northrop Grumman’s Sacra-mento, California, facility, deployingto Asia. Despite their deployment, aninitial four systems were set to com-plete outfitting and testing during thefirst quarter of FY11 before receiving a‘fully operational’ designation. An ad-ditional 10 RC-12Xs are to be fieldedin 2011-2012.

The Army’s ARL is also a milita-rized commercial aircraft, based onthe De Havilland DHC-7. ARL came intwo configurations, the ARL-C COM-INT version, with a complete COMINTsensor package, and the ARL-M (multi-INT), which combines COMINT withsynthetic aperture radar and EO/IRimagery capabilities. In total, there areeight DHC-7/ARL aircraft in service.

In February, Army procurementplans included nearly $300 million forARL-M ‘payload migration’ in FY15and FY16. The ARL modernizationprogram will standardize payload sys-tems, upgrading the COMINT subsys-tem for improved irregular warfaretactical collection and geolocation.

Unmanned future: ASIP and TSPThe Air Force’s primary future UAVSIGINT program is Northrop Grum-man’s ASIP. Development of a pod-mounted ASIP began in 2003, for theU-2 Dragon Lady and Global Hawk.By August 2007, Global Hawk was tobe the primary platform, and the USAFalso planned to equip all Predator andPredator-B UAVs with the wiring nec-essary to receive the ASIP 1C (MQ-1

Predator—one electronics ‘box’) or 2C(MQ-9 Predator-B—two ‘boxes’), be-ginning with UAVs leaving the produc-tion line in 2010. The Army’s mannedGuardrail aircraft will also get a ver-sion of ASIP for the RC-12X upgrade.

Early this year the 452nd FlightTest Squadron began developmentalflight tests on the first ASIP-equippedBlock 30 Global Hawk aircraft.

In October 2009 the ASIP 1C forthe smaller Predator was canceled, butin November 2010 the Air Forceawarded Northrop Grumman a $23-million contract to design and build apod-mounted ASIP-2C prototype forReaper, along with a $5-million con-tract modification to support a limitedflight demonstration.

For Army UAVs, a sources-soughtsolicitation was released in October2010 to identify companies for TSP(tactical SIGINT payload) EMD andproduction, for a podded system forGrey Eagle (Predator) UAVs. The TSPcannot exceed 200 lb and 3 ft3 in size,nor require more than 1,200 W ofpower. In February of this year, theArmy released a draft RFP for an 18-month EMD contract to procure threeproduction-representative systems fortesting aboard RC-12 manned aircraft,with options for up to 97 full-rate pro-duction systems.

Our forecast is for the TSP compe-

tition to choose either a version of theASIP or BAE Systems’ earlier ‘TSP’ de-velopment. In either case, the winnerstands a good chance of eventuallyseeing high-volume production, per-haps greater than ASIP, as the GreyEagle program is just beginning. TSPwill likely be offered for subsequentendurance and tactical UAV competi-tions, as we speculatively forecast.

Northrop and L-3 to leadL-3 Communications and NorthropGrumman should stay firmly atop theairborne SIGINT market, because of L-3’s control of large manned SIGINTaircraft such as the RC-135 and North-rop’s dominance of future UAV sys-tems with its modular, multiplatformASIP. BAE Systems had previouslybeen expected to maintain a strongpresence with its TSP and other sys-tems, but has had trouble bringingprograms to production.

Aside from these firms and somework by Raytheon, nearly half of thefuture SIGINT market is still up forgrabs, though the big players will un-doubtedly earn a share of our ‘avail-able’ forecast. Expect more opportuni-ties for subcontractors in this pro-cessor- and software-driven market.

David L. RockwellTeal Group

[email protected]

The Global Hawk Block 30 carries the ASIP, which will increase battlefield signal collection capabilities.The 452nd Flight Test Squadron began developmental flight tests on the aircraft earlier this year. Photo by Senior Airman Julius Delos Reyes.

32 AEROSPACE AMERICA/JULY-AUGUST 2011 Copyright ©2011 by the American Institute of Aeronautics and Astronautics

E scalating jet fuel prices are bringing freshinterest in NASA-led research into tech-

nologies that promise to reduce the amountof fuel needed to fly an airliner from gate togate. Whether conservation comes throughincreasing jet engine efficiency, minimizing

drag on the aircraft, or using lighter materials for the air-frame, NASA’s aeronautical innovators are consideringmany options.

Their goal is to develop technology that would en-able airplanes to burn only half as much fuel by 2020 andat least 70% less by 2025, compared to one of today’smost fuel-efficient aircraft, a Boeing 777 with GE 90 en-gines. Such significant fuel savings are one of three ambi-tious goals of NASA’s green aviation technology research.

by Jim BankePublic Affairs writer,NASA Headquarters;President, MILA Solutions, a NASA subcontractor

Flying farther onless

Part three

Researchers are testing a wind tunnel model with specially designed wings in NASA Langley’s National Transonic Facility.They are trying to see if they can test for natural laminar flow on an airliner wing at flight conditions in a wind tunnel.Credit: NASA/Sean Smith.


is enhanced by slowing the speed and in-creasing the mass of air moving through theengine. Thermal efficiency, how the energyin the fuel is converted into power, usuallyis enhanced by increasing the pressure ofair entering the combustor, running thecombustor at a hotter temperature, or usingless air to cool the turbine.The bypass ratio—the proportional rela-

tionship between the amounts of air mov-ing either past the engine core or into it—isthe key to improving propulsive efficiency.In a modern jet, a fan housed inside a na-celle draws air into the engine. Some airflows into the engine core and gets com-pressed, mixed with fuel, and burned. Theresulting hot gas, which passes over tur-bines that provide mechanical energy tospin the fan blades and generate electricityfor the plane, is then expelled out of theback of the engine. The higher the bypassratio, the greater the amount of air that

moves past the engine core, and the slowerthe speed of the exhaust. This all means, intheory, that less fuel is being consumed,because making a lot of air move slowlytakes less work than making a smalleramount of air move fast.Ideally, a jet engine with an open rotor,

characterized by fan blades so big that a na-celle becomes impractical, offers the great-est improvements in propulsion efficiency.But the associated noise and structural is-sues have made open rotors impractical.The open rotor concept is problematic

for three reasons. First, because the giantblades are not shielded inside a nacelle,

The others are to minimize harmful emis-sions and attenuate noise. NASA expects tosee simultaneous improvements in air-planes entering service in 2025 or later.Realizing these outcomes is challeng-

ing, because they are not necessarily com-plementary. For example, fuel saving tech-nologies should have a direct positive effecton emissions, because the less fuel an air-plane burns, the less carbon dioxide, sulfur,and soot it releases. But one means of in-creasing energy efficiency—burning fuel athotter temperatures in the engine—actuallyproduces higher concentrations of nitrogenoxides, which degrade local air quality.NASA is working to understand the

physics behind these trades so it can de-velop methods for increasing fuel efficiencyand decreasing emissions simultaneously,which would reduce carbon and emissionsfootprints and improve local air quality.While the environmental benefits remain adriver, the economic benefits of burningless fuel become more important with eachincrease in the price of petroleum.“Fuel is a big part of the cost for an air-

line, and the price is not something theyhave much control over,” says NASA Lang-ley’s Rich Wahls, project scientist for theagency’s Subsonic Fixed Wing Project.There are concerns that prices will re-

turn to record levels not seen since 2008.According to the DOT’s Bureau of Trans-portation Statistics, in March of this year(the latest available data), jet fuel averaged$2.79 per gallon, $0.55 more than the an-nual average of $2.24 in 2010. At that rate,commercial carriers spent $38.8 billion onthe 17.2 billion gallons of fuel they burnedlast year. The highest price on record was$3.83 per gallon in July 2008.Although there are practices that save

fuel now, the technical innovations thatNASA and its partners are studying promisethe greatest increases in fuel efficiency dur-ing the next few decades.

The power and the gloryEngine designers can approach the prob-lem of reducing fuel consumption by im-proving either propulsive efficiency or ther-mal efficiency. Propulsive efficiency usually

After more than a century of flight, it might seem that

advances in aerodynamics have reached their practical

limits. But researchers at NASA believe ambitious goals

in areas such as reducing fuel consumption may still be

achieved in tandem with limiting noise and pollution

effects. From exotic new materials to greener

manufacturing methods, intensified efforts are

leading NASA into some futuristic technologies.

The enginefan drive gearsystem is the keycomponent thatmakes it possible for the P&Wgeared turbofan engine to workand thus to increase the engine’sfuel efficiency. Image credit:Pratt & Whitney.


can result in loss of aerodynamic efficiencyand potential compressor stall,” says JimHeidmann, chief of the Turbomachineryand Heat Transfer Branch at Glenn.

The potential short-term solution is theuse of better 3D design tools; the long-termsolution is using flow control in the com-pressor using suction and directed air tohelp keep the air moving through the en-gine as it is designed to do, Heidmann says.

One concept that addresses both pro-pulsive and thermal efficiency is the gearedturbofan, which NASA has teamed withPratt & Whitney to investigate. In most tur-bofan engines a shaft connects the fan di-rectly to the low-pressure turbine, which ispart of the core engine. The fan turns at thesame speed as the turbine. Slowing the fanspeed, which has noise and propulsive ef-ficiency benefits, requires an increase in thesize of the turbine, because the turbine ismost efficient at higher speeds. In thegeared turbofan, a gearbox connects thefan to the turbine. The gearbox enables theturbine in the core engine to run efficientlyat high speed while the fan runs efficientlyand quietly at low speed.

This change in configuration enablesan increase in fan diameter without increas-ing core engine size, so the bypass ratio in-creases. The higher bypass number allowsfor improvements in propulsion efficiency.At the same time, changes in design withinthe core allow it to burn the fuel at higherpressures and temperatures, improving thethermal efficiency. These characteristicsand their contribution to improving overallfuel burn efficiency, along with the noisebenefit offered by slower fan speeds andnacelle, are what excite researchers aboutthe technology.

“This is a revolutionary technology,”says Chris Hughes, manager of the ultra-high bypass engine technology research atGlenn for ERA. “The question is, how farcan we push the technology and grow it tofit an entire range of aircraft?”

Although the geared turbofan providesslightly less overall propulsion efficiencythan an open rotor, it is much quieter. Thethermal efficiency challenge in the core en-gine of an open rotor system is similar, ifnot identical, to that of a ducted propulsionsystem with a nacelle, so the developmentsin core engine technology benefit bothducted and open systems.

Going with the flowAnother way to improve fuel efficiency is to

they are very noisy and would disturb peo-ple both inside the aircraft and on theground. Also, the large open rotor systemsenvisioned, with blade lengths approaching14 ft, will not fit any existing aircraft; a newvehicle must be designed to accommodatethem. Finally, because of their propeller-like appearance, open rotors have beenslow to gain the flying public’s acceptance.

General Electric and a Pratt & Whitney/Allison team developed and studied openrotor engine technology in the late 1980s.With a bypass ratio approaching 30, open

rotors proved thatthey could beatthe fuel burn effi-ciency of otherengines ‘handsdown,’ becausethe blades were

moving such a massive amount of air, saysDale Van Zante, a propulsion engineer withthe Environmentally Responsible Aviation(ERA) Project at NASA Glenn. Recently,NASA and GE revived the investigation ofopen rotors with the aim of improving theirpracticality.

Thermal efficiency effortsFor researchers seeking to improve thermalefficiency, all the action is in the jet en-

gine’s core. NASA is working sepa-rately with GE and P&W on

ideas that address the ther-mal efficiency of enginesalready in use or envi-sioned for the future.

With GE, NASA isattempting to dra-matically increasethe pressure of airthat passes throughan engine compres-sor, but withoutadding too manyrows of compressor

blades. More bladesmean a longer and thus

larger engine, and can in-duce unwanted vibrations. The

work is under way at the High Speed Multi-stage Compressor Facility at Glenn.

“The challenge we face with this idea isthat the flow characteristics of the air mov-ing through the core become difficult tomanage at this higher aerodynamic loading.You have transonic flow with shock waves,and there is a tendency for the flow to sep-arate from the compressor blades, which

This cut-away view shows the Pratt & Whitney PW1000GPurePower engine. Image credit:Pratt & Whitney.


reduce drag. The less drag, the less thrustengines must generate to maintain the air-craft at a given speed and altitude, so theless fuel they burn. The two major sourcesof drag confronting aircraft designers areskin friction—how smoothly air passes overthe vehicle surface—and induced dragcaused by the finite wingspan. NASA is fo-cused on finding practical solutions to re-duce skin friction drag. One approach is tocontrol turbulent air near the surface of theaircraft; another is to reduce the size of air-craft surfaces.

No matter how aerodynamically smooththe surface of an aircraft is, after only a cou-ple of flights the wing leading edge andcockpit windshield will be spattered withinsects and debris that can trigger turbulentflow and increase drag. NASA researchersare working to quantify what they call the‘knock-down’ factor—just how detrimentalthe insect accumulation can be to laminarflow in an operational environment.

“One of our goals is to find a way totreat the leading-edge surface with a coat-ing, or some kind of surface modificationthat is self-cleaning, so that dirt doesn’t ac-cumulate very fast on it, insects also don’taccumulate very fast, or the insect residueis reduced,” says Langley’s Tony Washburn,chief technologist for ERA.

Washburn says researchers have triedseveral commercially available productsand have formulated new compounds withthe desired nonstick properties.

System studies typically show that a 6-10% reduction in overall aircraft drag ispossible with laminar flow technology, de-pending on the configuration and missionprofile. The coatings work is intended toimprove the odds for maintaining a highrate of return from laminar flow in an oper-ational environment.

While one group looks at coatings, an-other is looking at what aerody-namic enhancements are possi-ble when roughness isapplied judiciously to a wing.NASA, with contractor TexasA&M University, plans a seriesof test flights in late 2012 orearly 2013 with a GulfstreamIII business jet. A portion ofone aircraft wing will be fitted with aglove—a test article designed to demonstratea relatively new idea for enabling laminarflow on commercial airliners.

The leading edge of the glove is cov-ered with microscopic bumps known asdiscrete roughness elements, which are 6-12 µm in height (about the thickness ofplastic wrap) and spaced about 4 mm apart.Flight tests will determine whether suchroughness elements can maintain laminarflow over a 6-ft section of wing. It seemscounterintuitive, but without discretelyspaced roughness elements, air flowingover a swept wing tends to develop smallvortices that grow in intensity until the air-flow over the wing is fully turbulent. This

A NASA experiment will beflown on this jet to test improving laminar flow over anaircraft wing. The marked areaon the left wing shows the areawhere an experimental glovewill be located. Image credit:NASA/Tony Landis.

This computer simulation showswhat the wing glove looks likeand how it will be placed on thetestbed aircraft. Image credit:NASA/Ethan Baumann.


Langley, the EBF3 technology lead in theFundamental Aeronautics Program.

Normally an aircraft builder might startwith a 6,000-lb block of titanium and ma-chine it down to a 300-lb part, using manygallons of cutting fluid in the process andleaving 5,700 lb of material to recycle.“With EBF3 you can build up the same partusing only 350 lb of titanium and machineaway just 50 lb to get the part into its finalconfiguration,” says Taminger. “Because thepart is built up layer by layer,” she adds,“you also have flexibility in engineering thematerials and shapes of the stiffeners to tai-lor the resulting structure, resulting insomething that cannot be built with con-ventional manufacturing practices.”

The weight savings comes through thefreedom the EBF3 process allows: to useless material while manufacturing parts thatare more structurally efficient, meaningthey weigh less and still meet or exceed thenecessary strength and safety requirements.

Another weight-savings possibility isnanotubes, in theory 100 times strongerthan steel. “These tubes are not just strong,they also are highly conductive,” says MiaSiochi, a research scientist with NASA’sSubsonic Fixed Wing and ERA projects.Could they be the next generation of air-craft structural composites?

“The promise of having it multipletimes stronger than carbon fiber is not yetrealized, [but] we’re working on that,” saysSiochi. She adds that researchers are start-ing small, through nanoscale modeling ofmaterials and research into the manufactur-ing of nanotubes, and are trying to makeincreasingly larger structures. It could takeanother 15-20 years for the technology tobe ready for use on commercial airliners,either as large structures such as wings, oreven as wiring for power within an airliner.

Another candidate technology forbuilding large, lightweight structures for fu-ture aircraft is pultruded rod stitched effi-cient unitized structure, or PRSEUS. Layersof carbon-fiber composite materials arestitched together with a special thread togive the layers structural integrity. Once thestitching is done, the carbon fiber is infusedwith epoxy resin under vacuum pressure topull the resin through, and then placed intoan oven to bake.

Unlike using traditional composite fab-rication techniques, making PRSEUS doesnot require the high pressure of an auto-clave, so the material costs less to process.The stitching arrests damage and keeps a

increases drag and reduces fuel efficiency.Vortices created by the roughness preventthe naturally occurring vortices from grow-ing and destroying the laminar flow, thusreducing skin friction.

Wind tunnel tests have shown this ap-proach to laminar flow works at laboratoryconditions. The question is whether it worksin the thinner boundary layers experiencedin flight.

Another means of minimizing drag maybe to make airplanes with smaller verticaltails. NASA and Boeing are pooling re-sources to investigate active flow control,which is a way to shrink the tails and stillmaintain control of the airplane during crit-ical flight phases such as takeoff.

Designers think pulsing air along therudder hinge line is one way to give the air-plane full control over its yaw, even withan engine out and the tail smaller. The con-cept involves a series of small jets placedalong the rudder hinge line. The jets wouldmake the air better follow the contour ofthe rudder, causing the rudder to generatemore force than it otherwise could. This al-lows for a smaller tail, with less surface areato create drag when the airplane is cruising.Recent wind tunnel tests indicate that it ispossible to achieve a 40% improvement inthe force created by the rudder.

Weighty structural advancesThe heavier an aircraft is, the more fuel itwill need to get off the ground and stay

aloft. One key to fuel effi-ciency is new materials thatare as strong as anythingused today but can do thesame structural job withmuch less mass.

Electron beam free formfabrication, EBF3, technol-ogy uses an electron beam,a computer, a moving baseinside a vacuum chamber,and wire to create structuresone layer at a time. Havingprogressed for several years,the technology is becomingavailable commercially, butits applications in aviationand in space are still beingresearched.

“You start with a CADmodel of the part you wantto build, you push a button,and out comes the part,” ex-plains Karen Taminger at

The electron beam free form fab-rication process was used tomake this sample titanium part.NASA innovators are working onscaling up the process to buildlarger components. Image credit: NASA.


small puncture or crack from growing outof control. The key is that with stitching,one can achieve the fail-safe design loadlimits of metals, but with lighter weight.Carbon-epoxy systems are about half asdense as aluminum, so the resulting struc-ture weighs less.

“We’re trying to develop technology tomake aircraft lighter, and we’re doing thatby looking at new ways to put togethercomposite structures where they are lighterthan metals and get rid of all those fasten-ers, all those rivets,” says Langley’s DawnJegley, PRSEUS lead for ERA.

The way aheadOvercoming the many technical challengesof reducing the aviation industry’s thirst forfuel while also meeting air traffic growthexpected during the next few decades willkeep NASA and its research partners busyfor the foreseeable future. What is clear isthat there is no single solution to the prob-lem; boosting fuel efficiency will require ahost of innovative ideas and in-depth ef-forts on multiple fronts.

Editor’s note: This is the third of four fea-tures describing the challenges associatedwith trying to invent a truly ‘green’ air-plane. The first feature (March 2011) cov-ered research into reducing nuisance noisearound airports. The second (May 2011)concerned efforts in lowering aircraft emis-sions and improving air quality. The finalfeature will examine the nation’s air trafficmanagement system to find means to han-dle aircraft in a more environmentally re-sponsible manner.

An electron beam free form fabrication is shown at work laying down a metal part onelayer at a time. The EBF3 processallows for more intricate components to be manufacturedusing smaller amounts of rawmaterials than conventionalmethods use. Image credit: NASA.

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The Aerospace & Defense PortfolioLearn more about UT’s business education programs forAerospace & Defense at http://AandDPortfolio.utk.edu

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since it opened its doors in 2004. Its unique, industry-focusedcurriculum and national appeal make UT an ideal place todevelop proven, rising professionals.”

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MEMBER, UT AEROSPACE & DEFENSE ADVISORY COUNCIL

EXECUTIVE VP FOR AERONAUTICS, LOCKHEED MARTIN CORPORATION

“

Honoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameAIAA is proud to honor the very best in our industry: those individuals and teams who have taken aerospace technology to the next level…who have advanced the quality and depth of the aerospace profession…who have leveraged their aerospace knowledge for the benefi t of society.

AIAA Awards presented between April 2011 and June 2011 include:

10-0370

AIAA Foundation Educator Achievement AwardsChristy GarvinVaughan Elementary SchoolPowder Springs, Georgia Penny GlackmanMerion Elementary SchoolMerion, Pennsylvania

Roger KassebaumMilken Community High SchoolLos Angeles, California

Benjamin McLuckieHoonah High School Hoonah, Alaska

Christopher MikoMeadows Elementary SchoolManhattan Beach, California

Carl Steven RappLinwood Holton Governor’s SchoolAbington, Virginia

Jill Guisberg WallFarnsworth Aerospace PK–8 Magnet SchoolSt. Paul, Minnesota

AIAA Aeroacoustics AwardMartin LowsonEmeritus Professor and Senior FellowBristol University Founder and President, ULTra PRTBristol, United Kingdom

AIAA Aerodynamics AwardPreston A. HenneSenior Vice President Programs, Engineering & TestGulfstream Aerospace CorporationSavannah, Georgia

AIAA Distinguished Service AwardG. P. “Bud” PetersonPresidentGeorgia Institute of TechnologyAtlanta, Georgia

AIAA Fluid Dynamics AwardHans HornungClarence L. Johnson Professor of AeronauticsCalifornia Institute of TechnologyPasadena, California

AIAA Foundation Award for ExcellenceU.S. Air Force Scientifi c Advisory Board

Honoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring Achievement: AIAA Hall of FameHonoring and awarding such achievement is an important AIAA tradition.

Every quarter, award recipients are showcased through our Honors and Awards Program, so that all members have the opportunity to recognize their peers.

AIAA Goddard Astronautics AwardEdward C. StoneMorrisroe Professor of PhysicsCalifornia Institute of TechnologyDirector Emeritus, Jet Propulsion LaboratoryPasadena, California

AIAA National Capital Section Barry M. Goldwater Educator AwardGen. John R. “Jack” DaileyDirectorSmithsonian National Air and Space MuseumWashington, D.C.

AIAA Plasmadynamics and Lasers AwardChul ParkProfessor, Department of Aerospace EngineeringKAISTDaejeon, South Korea

AIAA Public Service AwardRichard R. JohnDirector EmeritusVolpe National Transportation Systems CenterCambridge, Massachusetts

AIAA Reed Aeronautics AwardDavid A. PetersMcDonnell Douglas Professor of EngineeringDepartment of Mechanical Engineering and Materials ScienceWashington UniversitySt. Louis, Missouri

AIAA Theodor Knacke Aerodynamic Decelerator AwardEdwin VickeryConsultantVice President Engineering (Retired)Irvin Aerospace Inc.Santa Ana, California

AIAA Thermophysics AwardRamesh K. AgarwalWilliam Palm Professor of Engineering Department of Mechanical Engineering and Materials ScienceWashington University St. Louis, Missouri

Daniel Guggenheim Medal (Sponsored by AIAA, AHS, ASME, and SAE)Robert H. LiebeckSenior Technical FellowThe Boeing CompanyHuntington Beach, California

Walter J. and Angeline H. Crichlow Trust PrizeChin-Teh (C. T.) SunNeil Armstrong Distinguished Professor of Aeronautics and AstronauticsPurdue UniversityWest Lafayette, Indiana

Rodney BowersoxCharles ElachiFeri FarassatSivaram Gogineni

Bruce HolmesJohn LineberryR. Byron PipesJ. David Powell

Donald RichardsonSteve TrejoKenrick Waithe

Thank You Nominators!AIAA appreciates your time and effort in preparing the nomination package!

11-0505

by Leonard DavidContributing writer


20 years ago. Spin stabilization will keepthe probe pointed toward the Sun, with noneed for active control.

Early in the design process, radiationwas flagged as one of the top risks to thespacecraft. Juno will avoid Jupiter’s highestradiation regions by approaching over thenorth, dropping to an altitude below the ra-diation belts, and then exiting over thesouth. The probe’s 11-day elliptical orbitdrops under the belts to within 3,000 mi. ofJupiter—closer than any previous space-craft. Vital to Juno’s operation is the place-ment of sensitive electronics within the firstradiation-shielded ‘electronics vault’—a tita-nium chamber whose thickness is opti-mized for maximum protection.

Juno is the second spacecraft designedunder NASA’s New Frontiers program, fol-

Aspacecraft mission to massiveJupiter promises unique insightinto the planet’s origins, struc-ture, atmosphere, and magne-tosphere. But it could also yieldfindings on the development of

our solar system, including the Earth itself.NASA’s solar-powered Juno spacecraft,

now ready for an early August sendoff tothe giant planet, is built to endure hard-ware-crippling radiation and brutal thermalconditions. With an orbit five times fartherfrom the Sun than Earth’s, Jupiter receives25 times less sunlight than does our planet.

Juno has a trio of solar wings that giveit an overall span of more than 20 m. Itsmodern solar cells are 50% more efficientand radiation tolerant than the silicon ver-sions that were available for space missions

Like its namesake, a goddess who peered through the clouds to discover the truth about

the god Jupiter, NASA’s Juno spacecraft will seek to answer burning questions about our

solar system’s largest planet. The probe will gather data that may rewrite the history not

just of Jupiter and its formation but of the solar system itself, including our own planet.

Juno to Jupiter


lowing Pluto New Horizons, a probe nowen route to a 2015 flyby of Pluto and itsmoon Charon. JPL in Pasadena, California,manages Juno’s mission; the spacecraft wasbuilt by Lockheed Martin Space Systems.

A United Launch Alliance Atlas V willhurl Juno into space from Launch Complex-41 at Cape Canaveral AFS in Florida. Thelaunch window opens August 5 and ex-tends through August 26.

Farthest solar-powered journeyAnyone who visited Lockheed Martin SpaceSystems while Juno was under constructioncould see that its elaborate design pre-sented many challenges, particularly giventhe harsh conditions at Jupiter. The planethas a deadly radiation environment, alongwith an abundance of charged particles that

also charge up the spacecraft. These condi-tions are much more relentless than thosefaced by Mars probes, says Tim Gasparrini,Lockheed Martin program manager forJuno. Thanks to the shuttle-launched Gali-leo spacecraft, which orbited Jupiter fromDecember 1995 to September 2003, “theteam has been able to leverage a lot of theexperience gained about Jupiter as aplace,” Gasparrini tells Aerospace America.

The electronics of the nuclear-poweredGalileo were shielded by special compo-nents designed to be radiation resistant. Itsmission to Jupiter did not need to survivethe harshest radiation regions where Junowill operate.

Without plutonium-fueled radioisotopethermoelectric generators, Juno featuressome 50 m2 of solar arrays, meaning it will

Juno will explore Jupiter starting in 2016 from an elliptical, polar orbit. Image credit: NASA/JPL.


ments with the spacecraft isn’t taken as sci-ence by one of the instruments,” he adds.

Vaulting to an outer planetThe radiation belts are shaped like a hugedoughnut around the planet’s equatorial re-gion and extend out past one of the manyJovian moons, Europa, about 650,000 kmbeyond the top of Jupiter’s clouds.

Gasparrini says Juno’s special radiationvault was an early idea. “You had twochoices: Either shield the hardware fromthe radiation, or try and design the hard-ware to survive the radiation. Trying to gothrough a design process to screen all thoseparts to Jupiter’s environment was judged

travel farther than any solar-poweredspacecraft ever built, Gasparrini notes. Solararray fabrication was not easy, but theproblems encountered early on were even-tually solved. “We cherry-picked the solarcells…using thicker cover glasses than youmight normally have. On the back of thearrays, there’s a patchwork of conductiveKapton to dissipate charged particles.”

Juno is equipped with 25 sensors andnine experiments. “So that’s a lot of fieldsof view, and lots of things that you have tokeep happy. Everybody wants to look acertain way and do a certain thing and op-erate at a certain time. And you want tomake sure that the interplay of the instru-

Technicians test the deploymentof one of the three massive solararrays that will power NASA’sJuno spacecraft. Image credit:NASA/JPL-Caltech/LockheedMartin.

Inside a clean room, techniciansinstalled a special radiationvault onto Juno’s propulsionmodule. The vault has titaniumwalls to protect the spacecraft’selectronic brain and heart from Jupiter’s harsh radiationenvironment. The vault will dramatically slow the aging effect radiation has on the electronics for the duration of the mission. Image credit:NASA/JPL-Caltech/LMSS.

The Juno payloadJuno carries nine instrument suites comprising 26 separate sensors. The Italian SpaceAgency is contributing an infrared spectrometer instrument and a portion of the radio science experiment.

Gravity science: X- and Ka-band Doppler gravity measurements will map Jupiter’s interior structure (JPL).

Magnetometer: Fluxgate magnetometers guided by advanced stellar cameras mapJupiter’s interior structure and magnetic dynamo (NASA Goddard and Danish TechnicalUniversity).

Microwave radiometer: Multiple antennas map Jupiter’s microwave brightness fordeep atmosphere sounding and composition (JPL).

Jupiter energetic-particle detector instrument: Particle detectors map electron energyand ion energy/composition over both polar regions (APL/Johns Hopkins University).

Jovian auroral distributions experiment: Electron and ion detectors map electron energy and ion energy/composition over both polar regions (Southwest Research Institute).

Electric and magnetic antennas: These measure radio and plasma waves in Jupiter’s polar magnetosphere (University of Iowa).

Ultraviolet spectrometer: This device characterizes spatial, spectral, and temporal auroral structure (Southwest Research Institute).

Jupiter infrared auroral mapper: An infrared camera will observe the auroral structure,troposphere structure, and atmospheric sounding (SolexGalileo).

Junocam: An education and public outreach visible-light camera provides the first pictures of Jupiter’s poles (Malin Space Science Systems).


to be much more expensive and invasiveinto the hardware design,” he says.

After lead turned out to be a poorstructural metal for the vault, tantalum facesheets with honeycomb were assessed.Tantalum is a rare, hard, blue-gray, lustroustransition metal that is highly resistant tocorrosion. It is one of the refractory groupof metals widely used as minor compo-nents in alloys. While a tantalum sandwichstructure offered a lightweight solution forradiation shielding, construction of thevault using the material proved more com-plicated than machining a piece of titanium.

The vault is not designed to foil everyJovian electron, ion, or proton from strikingthe system. Rather, it will significantly slowthe radiation’s aging effects on the electron-ics for the duration of Juno’s explorations.

“For the 15 months Juno orbits Jupiter,the spacecraft will have to withstand theequivalent of more than 100 million dentalX-rays,” says Bill McAlpine, Juno’s radiationcontrol manager at JPL. “In the same wayhuman beings need to protect their organsduring an X-ray exam, we have to protectJuno’s brain and heart.”

The titanium vault is a centralized elec-tronics hub. Parts of Juno’s electronics weremade from tantalum or tungsten, anotherradiation-resistant metal. Some assembliesalso have their own minivaults for protec-tion. “Virtually all of the spacecraft and in-strument avionics are inside the vault,” saysGasparrini. Each titanium wall of the vaultmeasures nearly 1 m2 in area, about 1 cm inthickness, and 18 kg in mass. The vault it-self is roughly the size of an SUV’s trunkand contains the command and data-han-dling box, the power and data distributionunit, and some 20 other electronic assem-blies. The entire vault weighs about 200 kg.

“Juno is basically an armored tank go-ing to Jupiter,” says Scott Bolton, the project’s principal investigator, based atSouthwest Research Institute (SwRI) in SanAntonio, Texas. “Without its protectiveshield, or radiation vault, Juno’s brainwould get fried on the very first pass nearJupiter.”

Gasparrini says Juno receives roughlyhalf its radiation dose in the first 24-26 or-bits of Jupiter. The other half comes duringthe last eight orbits.

Boa constrictor-like cablingA close-up look at Juno during its clean-room assembly reveals a myriad of boaconstrictor-like cabling and wiring har-

nesses that snake in, around, and through-out Juno. Those harnesses are speciallytreated with copper overwrap, which pro-vides enough radiation shielding that thewires will survive the environment. But allthat adds weight, explains Jack Farmerie,Lockheed Martin’s lead spacecraft techni-cian on the Juno project.

Farmerie says Juno is a complicated ve-hicle, not just because of the radiation safe-guards but also because it carries so manyscience instruments. “You have to jam asmuch as possible, things that typically wewould spread out over a whole spacecraft,into the small area of the vault,” he tellsAerospace America. “Anything we could fitinside the vault, we did. It was definitelythe toughest wiring job I’ve had so far. Ahuge degree of difficulty.”

While there are ‘out of the box’ itemsthat dot Juno’s structure, they have theirown built-in shielding. Germanium-coatedblankets and conductive Kapton film wrapshelp offset whatever Jupiter spits at thespacecraft.

Science focusIn October 2013 Juno is to carry out anEarth flyby gravity assist, followed by ar-rival at Jupiter in July 2016. The 7,992-lbspacecraft carries more than 4,400 lb ofpropellant for the five-year voyage.

Juno’s three large solar panels will befolded into four-hinged segments forlaunch. Once extended, they will soak upsunlight continuously throughout the mis-sion, except for a few minutes during the


In search of clues“Juno was conceived by scientists whowere very familiar with the hazards of theJovian environment,” says SwRI’s Bolton,the lead scientist. “Working with engineers,they were able to put together a conceptthat simultaneously considered measure-ment, orbit, and spacecraft requirementsthat could accomplish our objectives with-out compromising our goals. The key washaving the right people with the right ex-pertise working together right from thestart,” he tells Aerospace America.

He underscores the likelihood not onlythat Juno will provide answers to the sci-ence questions on its agenda but also thatthese answers will lead to new questions.

“Juno is fully capable of addressing allof our science objectives. The trick is to getthe special instruments onboard Juno ob-serving from a very special place—our polarorbit,” notes Bolton. “As with all scientificexploration, I expect Juno will allow us tomake progress answering our questionsand providing the knowledge we need todevelop the next set of questions for thenext mission. This is the key to learningabout the Earth and our solar system origin,to make steady progress with each step—and sometimes we get lucky, with pro-grams like Juno, and get a chance to makea giant leap.”

The Juno mission will probe Jupiter’satmosphere for clues to how the largest(and probably oldest) planet in the solarsystem, and the solar system itself, wereformed from a primordial cloud of gas.

“Jupiter contains more matter than allthe other planets combined,” says Bolton.“By determining how much water is in it,we complete our inventory of the key in-gredients that make up Jupiter…to figureout the billion-year-old recipe [for] the firstplanets in our solar system.”

Bolton sees Juno’s mission of discoveryas conceivably rewriting the books on howJupiter was born, and possibly even onhow our solar system came into being.

Beyond the ‘frost line’Holding a similar view is Juno coinvestiga-tor Fran Bagenal, professor of astrophysicaland planetary sciences at the University ofColorado, Boulder. She says that to under-stand how the solar system formed, scien-tists need to understand how much oxy-gen—most commonly found as water—isinside Jupiter.

Did Jupiter collapse from the original

Earth flyby. Each solar panel measures 2.6x 9 m. End to end, the spacecraft and pan-els cover a circle about 20 m in diameter.Once in orbit at the giant planet, the threearrays will provide about 450 W of electric-ity. The high-gain antenna is attached to thecenter of Juno’s main hexagonal body.

As a spinning spacecraft, at JupiterJuno sweeps its instruments’ fields of viewthrough space once for each rotation. Atthree rotations a minute, the fields of viewmove across Jupiter about 400 times in the2 hr it takes to fly from pole to pole.

Juno will orbit the immense planet 33times. To meet planetary protection re-quirements, specifically to avoid runninginto any biologically promising Jovianmoon, the spacecraft will purposely beaimed to crash into Jupiter in October 2017.

Juno’s scientific agenda focuses on fourthemes:•Origins: Determine the ratio of oxygen

to hydrogen, a clue to the abundance ofwater on Jupiter. Obtain a better estimate ofJupiter’s core mass.•Interior: Precisely map Jupiter’s gravita-

tional and magnetic fields to assess the dis-tribution of mass in its interior, includingproperties of the planet’s structure and dy-namics.•Atmosphere: Map the variation in atmo-

spheric composition, temperature structure,cloud opacity, and dynamics, to depths fargreater than 100 bars at all latitudes.•Magnetosphere: Characterize and ex-

plore the 3D structure of Jupiter’s polarmagnetosphere and its auroras.

Technicians at the Astrotechpayload processing facility inTitusville, Florida, complete installation of Juno’s high-gainantenna. Photo credit:NASA/Jack Pfaller.


cloud of gas? Or was the planet formed bythe gravitational attraction of hydrogen gasonto a core of ice and rock? Or was moreice added later when large leftover ice ballscollided with Jupiter? “These different ideasall predict different amounts of water in theouter layers of Jupiter. Unfortunately, scien-tists have been unable to measure theamount of water at the planet,” she says.

Current ideas about the formation ofthe solar system, Bagenal says, suggest thatthe Earth was formed at about its presentdistance from the Sun, where it was toowarm for ice to condense. “This means, wethink, that Earth formed from balls of rockand metal that condensed out of the origi-nal cloud of gas close to the Sun. It meansthat the water was delivered to the Earthlater, after the planet was formed,” she says.

Bagenal says one possible source ofEarth’s water was a population of large iceballs that condensed out beyond the ‘frostline’—likely beyond the asteroid belt. Theseice balls were left over from the formationof the cores of Jupiter and the other giantplanets. As the largest, most massive planetin the solar system, she adds, Jupiter isthought to have stirred up the leftover iceballs and sent them hurtling to the Earth.Some of them “may have been responsiblefor the large craters on the Moon. The earlyphases of the solar system were a danger-ous time.”

First glimpsesJuno’s magnetometers will measure Jup-iter’s magnetic field with extraordinary pre-cision and supply a detailed picture of whatthe field looks like, both around the planetand deep within, says NASA Goddard’sJack Connerney. He is the mission’s deputyprincipal investigator and head of the mag-netometer team. “This will be the first timewe’ve mapped the magnetic field allaround Jupiter…it will be the most com-plete map of its kind ever obtained aboutany planet with an active dynamo, except,of course, our Earth,” he says.

The spacecraft also totes a color cam-era that will provide the closest ever imagesof Jupiter, including the first detailedglimpse of the planet’s poles. This hard-ware, dubbed Junocam, will acquire three-color (red, green, blue) photos of Jupiterduring Juno’s first seven orbits around thegiant planet. The data will be processedand studied by students as part of the JunoEducation and Public Outreach program.

Built by Malin Space Science Systems,

Junocam is derived from the Mars ScienceLaboratory’s Mars descent imager instru-ment. The camera images, of approximately9.3 mi./pixel resolution, will be used bystudents to create the first color images ofthe Jovian poles and high-resolution viewsof the planet’s lower latitude cloud belts.After the required seven-orbit design life,Junocam will continue to operate as long aspossible in the cruel Jovian environment.

Looming line in the sandExpectations are high that the Juno probe’sprincipal goal of understanding the originand evolution of Jupiter is attainable. Inmeeting this objective, Juno is likely to ex-pose other secrets as well, not just aboutour solar system but also about planetarysystems around distant stars.

After an extensive test program, Junowas shipped on April 8 from LockheedMartin Space Systems, tucked within an en-vironmentally controlled container on anAir Force C-17 Globemaster III. The space-craft was then transported to AstrotechSpace Operations in Titusville, Florida,where it went through final processing.

With the departure date looming, Lock-heed Martin’s Gasparrini notes, “You haveconstant tension between mission successand a 21-day launch window. So you’re do-ing everything you can to make sure thatthe spacecraft operates 100% flawlesslywhen it gets into orbit....But you have thisrealization and this reality that you’ve got21 days to get it off the planet.”

The fully assembled spacecraftwent through extensive testing atLockheed Martin Space Systemsnear Denver. All three solar arraywings can be seen installed andstowed, and the spacecraft’slarge high-gain antenna is inplace on top. Image credit:NASA/JPL-Caltech/LMSS.

OOnce every decade, the National Research Council (NRC) is asked to prioritizeNASA’s goals, looking 10 years out. This year’s planetary decadal survey, recentlyreleased, has determined that NASA must reduce the size and complexity of itslarge ($2-billion-$3-billion) ‘flagship’ planetary missions. The decadal survey wasundertaken to plan U.S. exploration strategy ahead of the NASA funding cuts ex-pected under the Obama administration’s austerity measures.

Employing a more open planning process, one with broad community involve-ment and a focus on science, will allow a smoother process for making the neededchanges in post-2013 mission designs. (The entire report may be found here:http://solarsystem.nasa.gov/multimedia/download-detail.cfm?DL_ID=742.)

Mission prioritiesThe survey team, which included top NASA and university scientists and engineers,came up with 25 candidate missions for launch between 2013 and 2022, says Cor-nell University’s Steve Squyres, who led the review.

From visions

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by Craig CovaultContributing writer

The sweeping document, formally titled Vision and Voyages for Planetary Sciencein the Decade 2013-2022, carries both the new recommendations and the reasons forthem. Squyres took temporary leave as project scientist for NASA’s Mars ExplorationRover program to head the survey.

A NASA/ESA twin-rover Mars sample return to search for evidence of life has thehighest priority, but is slated for major changes, including the redesign of both rovers.And almost equally important, a planned 2016 flight to Jupiter to investigate a poten-tially habitable ocean on the Jovian moon Europa is also in for heavy cuts.

The changes to the Mars and Europa efforts will affect the European SpaceAgency’s participation in both. The flight to Europa was to have followed NASA’s Junomission, set for launch this summer to investigate Jupiter’s atmosphere for clues toearly planetary formation.

Next in priority to the Mars and Europa missions is a Uranus orbiter/probe flight,which would be the first in-depth exploration of an ‘ice giant’ planet in the outer solarsystem.

Planets in the solar system imagedby previous NASA spacecraft showthe breadth of targets covered in thedecadal survey. The new strategyfor 2013-2022 envisions the firstmissions to the ‘ice giants’ Neptuneand Uranus.


whole thing to save as much science aspossible within this new federal budget,”he explains.

Jim Green, the director of NASA’s plan-etary science division, is working hand inhand with Squyres in the effort to preservemission content and equality across differ-ent disciplines. Nonetheless, the PlanetarySociety is “deeply disappointed that theremay well be no flagship mission to theouter planets,” says a statement issued bythe group.

Trimming costs“Europa’s probable ocean may be the bestcandidate in the solar system beyond Earthfor a currently habitable environment,” saysSquyres. But an independent estimate fromthe Aerospace Corporation puts the cost fora full-up Jupiter Europa orbiter (JEO) mis-sion at $4.7 billion—a level far too high un-der the new federal budget realities. Thedecadal committee thinks that even if thespacecraft’s capabilities are reduced andESA shares the expenses, it will not fitwithin a cost-constrained program.

Work on reducing JEO costs must be-gin now, says Squyres, adding, “JEO sci-ence would be enhanced by conductingthe mission jointly with ESA’s proposedGanymede orbiter”—perhaps by launchingthem together to Jupiter.

Technology work on a Uranus or Nep-tune mission needs to begin now, and themission, perhaps not to be flown until after2022, would still open a whole new regionof the solar system for exploration.

But Mars exploration is where majorcuts must be made. This would kill ESA’s2018 ExoMars rover and replace it with asingle NASA rover that could carry most ofthe ESA science instruments while fulfillingthe primary U.S. objective of collectingsamples for later pickup.

The proposed strategy would conductsample return as a campaign with threeseparate elements: •A ‘caching rover,’ the Mars astrobiology

explorer-cacher (MAX-C), which would se-lect samples and position them for pickup.•A Mars sample return lander (MSR-L),

likely an ESA rover to fetch the samplecache, and a U.S. ascent vehicle to loft itinto Martian orbit. •Rendezvous and return by a Mars sam-

ple return orbiter (MSR-O). The Mars ascentvehicle, with the samples, would ren-dezvous with the MSR-O, which would firethe samples back to Earth.

If the Mars, Europa, or Uranus missionsfalter in their development, then either anEnceladus orbiter at Saturn, to sense thatmoon’s subsurface ocean, or a Venus cli-mate mission could be flown.

Sharp cuts, sharp responsesThere is some sharp criticism in the plane-tary exploration community—not about thedecadal survey findings trying to salvageexploration, but rather about the sharply re-duced Obama administration budgets thatare forcing the actions recommended bythe survey. “The flow of scientific creativityand technical innovation cannot be turnedon and off like a spigot. To make progress,there must be steady support,” says BillNye, executive director of the Planetary So-ciety. “NASA is charged with exploring andinnovating, but the Congress and adminis-tration routinely turn the spigot on and off,and then seem outraged when NASA failsto meet their schedules and expectations.”

In the proposed FY12 budget numbers,all science disciplines will take a hit, espe-cially planetary science. No money hasbeen allocated for a Mars mission in 2018.In fact, there is no money for any futureMars mission in this budget after 2016, in-cluding a Mars sample return. The high-pri-ority Europa orbiter is not even in the bud-get, Nye points out.

“Just as the planetary science decadalsurvey presented its thoughtful recommen-dations, NASA is faced with reworking the

The MAX-C, a new rover for collecting Mars samples, will belowered by a rocket-powered SkyCrane just like the new CuriosityMars Science Laboratory beinglaunched in November for landingin late 2012. After MAX-C hascompleted its mission, anotherrover, possibly a European one,will also use a Sky Crane landingto collect and load samples intoa return rocket.

A Martian ascent vehicle lifts offfrom Mars with samples selectedand picked up by the NASA MAX-Crover and then retrieved forlaunch by an ESA rover. Thatrover would place them in a U.S.launcher that will send them toa Mars orbiter, which would thenplace them in another vehiclefor return to Earth.


The process could take many years,given that at each point the samples wouldbe relatively safe from loss, unless the as-cent vehicle failed. NASA must also keepthe cost of MAX-C below $2.5 billion.

“This campaign would be scientificallyrobust, with the flexibility to return to apreviously visited site (for example, if moti-vated by an MSL discovery), go to a newsite, or fly a second MAX-C rover if the firstmission was unsuccessful for any reason,”says the decadal survey. “It would also betechnically and programmatically robust,with a modular approach and multiplecaches left on the surface by MAX-C to re-cover from a failure of either the MSR-L orMSR-O elements without requiring a re-flight of MAX-C,” adds the survey.

Missions already approved and fundedfor near-term launch would continue. Dis-covery, held to $500-million projects, is agood example of a program where the cre-ativity of the mission’s principal investigatorwill not be countered by decadal surveyfindings.

Discovery missions now in flight in-clude Messenger, orbiting Mercury; Dawn,heading to orbit planetoid bodies in the as-teroid belt; and Kepler, using its unique op-tics to spot planets around other stars.

Other candidatesNASA will pick one 2016 mission fromamong three science investigations it hasselected: looking at Mars’ interior for thefirst time; studying an extraterrestrial sea onone of Saturn’s moons; or studying the sur-face of a comet’s nucleus inunprecedented detail.

NASA scientists and engi-neers have just completed amajor assessment of 28 newDiscovery mission candidates.They picked three to receive$3 million each for the mis-sion’s concept phase or pre-liminary design studies. In2012, after another detailedreview of the concept studies,NASA will select one for con-tinuing development effortsleading up to launch.

The selected mission willbe cost-capped at $425 mil-lion, not including launcherfunding. The missions se-lected for pursuit of prelimi-nary design studies are:

•Geophysical monitoring

station, or GEMS, would study the structureand composition of the interior of Mars andadvance understanding of the formationand evolution of terrestrial planets. BruceBanerdt of JPL in Pasadena, California, isprincipal investigator. JPL would managethe project.

•Titan Mare explorer, or TiME, wouldprovide the first direct exploration of anocean environment beyond Earth, by land-ing in and floating on a large methane-ethane sea on Saturn’s moon Titan. EllenStofan of Proxemy Research in Gaithers-burg, Maryland, is principal investigator.Johns Hopkins University’s Applied PhysicsLaboratory would manage the project.

•Comet hopper, which would studycometary evolution by landing on a cometmultiple times to observe its changes as itinteracts with the Sun. Jessica Sunshine of

A mission focusing on Europacould help determine whether ithas a habitable ocean under just a 100-ft frozen surface. An artist’s concept shows a notional spacecraft collectingradar data on the ocean and its frozen surface, which somefuture mission could penetrateto reach the water below.

The Europa mission would study the subsurface ocean heating and thickness of the Jovian moon’s icy surface. If theheat from below is intense and the surface ice is thin enough (left), the surface can directly melt, causing areas ofbroken, rotated, and tilted ice block, as seen in many Galileo spacecraft images. But if the surface ice is sufficientlythick (right), the less intense interior heat will be transferred to the warmer ice at the bottom of the shell, coupledwith heat generated by tidal squeezing of the warmer ice. This warmer ice will slowly rise, flowing as glaciers do onEarth, and the slow but steady motion may also disrupt the extremely cold, brittle ice at the surface.

New Frontiers Mission 4 should be se-lected from among the following five can-didates: a comet surface sample return, ahigh mission priority; lunar south pole-Aitken Basin sample return; a Saturn probe;a Trojan tour and rendezvous, to exploreseveral of the 4,000 ‘Trojan asteroids’ thatorbit Jupiter ahead of and behind the giantplanet; and a Venus in-situ explorer.”

No relative priorities are assigned tothese five candidates. Instead, the selectionfrom among them should be made on thebasis of competitive peer review, says thedecadal survey.

For the New Frontiers Mission 5 selec-tion, in addition to the list of candidatesthat lost out in the NF 4 selection, Squyressays, other options, such as an Io observerand a lunar geophysical network, shouldbe considered.

The bigger pictureIn a briefing at this year’s Lunar and Plane-tary Science Conference in Houston, Texas,Squyres says the mission strategy selectedby the NRC survey participants cross-cutsthree main themes:

•Building new worlds: Missions to differ-ent planets can all add data to key ques-tions asked in the survey, such as: Whatwere the initial stages, conditions, and pro-cesses of solar system formation, and howdid the giant planets and their satellite sys-tems accrete? What governed the accretion,supply of water, chemistry, and internal dif-ferentiation of the inner planets and theiratmospheres?

•Searching for habitats: Locations thatcould harbor life range from Saturn’s moonEnceladus, where subsurface water iswarmed, to the closer Jovian moon Europa,whose subsurface ocean is warmed byJupiter’s tidal forces. Mars is central to thesearch for habitats. And some survey ques-tions that cut across all mission areas are:What were the primordial sources of or-ganic matter? Where does organic synthesiscontinue today? Did Mars or Venus host an-cient aqueous environments conducive toearly life, and is there evidence that lifeemerged?

•The workings of solar systems: Thestudy of planetary processes through timeincludes questions such as, how do the gi-ant planets serve as laboratories for under-standing Earth, the solar system, and extra-solar planetary systems being discoveredby the Kepler spacecraft and Earth-basedobservatories?

the University of Maryland in College Parkis principal investigator; NASA Goddardwould manage the project.

“This is high science return at a pricethat’s right,” says Green. “The selected stud-ies clearly demonstrate a new era, with mis-sions that all touch their targets to performunique and exciting science. NASA contin-ues to do extraordinary science that is re-writing textbooks.”

Explains NASA Administrator CharlesBolden, “Missions like these hold greatpromise to vastly increase our knowledge,extend our reach into the solar system.”

New FrontiersNASA’s New Frontiers program carries thecreative aspects of the Discovery programto missions costing $1.05 billion, a figurethat includes launcher costs. But to giveNew Frontiers missions more funding mar-gin, the decadal survey recommends thatNASA lower the funding cap to an even $1billion (in FY15 dollars), excluding launchvehicle costs, says Squyres.

“This change represents a modest in-crease in the effective cost cap and will al-low a scientifically rich and diverse set ofNew Frontiers missions to be carried out,”according to the survey. It will also helpprotect the science content of the programagainst increases and volatility in launch ve-hicle costs.

Two New Frontiers missions have beenselected by NASA to date, and a third selec-tion is under way now: “The committeerecommends that NASA select two NewFrontiers missions in the decade 2013-2022.These are referred to here as New FrontiersMission 4 and New Frontiers Mission 5.


A new $500-million Discoverymission candidate would be thisproposed 2016 spacecraft thatwould fly to Saturn and dropinto a large methane lake on themoon Titan. The spacecraft inthis graphic uses a floodlightwhile moving along the surface.The lake lander, developed byJohns Hopkins Applied PhysicsLaboratory, would compare Titan’s characteristics to the hydrological cycle on Earth.

Water vents firing from Enceladus,discovered by the Saturn orbiterCassini, indicate there is a warmwater ocean under the surface. A mission to Enceladus, nearly 1 billion mi. from Earth, is citedin the survey as highly desirableand would investigate the tinybody, a moon where early micro-bial life could have formed.

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09-0395_5_2011

Acutronic USAAerial Delivery Research and Development Establishment

Aernnova Engineering, USAerojetThe Aerospace Corporation Airborne Systems, Inc.Airbus AmericasAlenia Aeronautica, S.p.A.Altair EngineeringAnalytical Graphics, Inc.Applied University ResearchARES CorporationArianespaceAssured Space Access Technologies

ATKAurora Flight SciencesBattelle Memorial InstituteThe Boeing CompanyBooz Allen HamiltonBRAHE CorporationCarol Cash & Associates LLCCessna Aircraft CompanyCSCCSSI, Inc.DARcorporationDeloitteDFL Space LLCDLR Draper LaboratorydSPACEDunmore CorporationEdge Space Systems, Inc.

Engineering Systems, Inc.Ephemeris Technology SolutionsFutron CorporationGE AviationGeorgia Center of Innovation for Aerospace

Gulfstream Aerospace Corporation

Harris CorporationHoneywell InternationalIBMInsitu, Inc.Integral Systems, Inc.Intelligent LightInternational Aviation SupplyJacobs TechnologyJHU/Applied Physics LaboratoryLockheed Martin CorporationMasten Space SystemsMBDA, Inc.McKinney AssociatesThe MITRE Corporation National Aerospace Laboratory/NLR

National Institute of Aerospace National Technical Systems Nielsen Engineering & Research, Inc.

Northrop Grumman CorporationOhio Aerospace InstituteONERAOrbitalORBITECParametric Solutions, Inc.

PM&AM ResearchPointwise, Inc.Practical Aeronautics, Inc.Raytheon CompanyRed Canyon Engineering & Software

Rincon Research CorporationRockwell Collins, Inc.Rolls-RoyceRoyal Aeronautical SocietySAFRANSensis CorporationSierra LoboSierra Nevada CorporationSoftware Engineering Institute Space Environment Technologies Space Systems/LoralSpaceXSpectral Energies, LLCSpincraft, Inc.Star Technology and Research, Inc.Stellar SolutionsSupersonic Tubevehicle LLCSystems Technology, Inc.Teaching Science and Technology, Inc.

U.S. Space LLCUnited Launch AllianceUnited Space AllianceUnited Technologies CorporationVirgin GalacticWolverine VenturesWyleXCOR Aerospace

provide power, enabling a top speed of Mach 1.83. Also displayed is a full-scalereplica of cosmonaut Yuri Gagarin’s spacecraft, flown suspended from an Mi-6transport helicopter. D. Baker, Flight and Flying, p. 376; The Aeroplane, July 13,1961, p. 31.

July 12 Making its first launch, the Atlas-Agena B lofts the Midas-3 infrared missile early warning satellite into a polar orbit from Vandenberg AFB at Point

Arguello, Calif. The Aeroplane, July 20, 1961, p. 63; D. Baker,Spaceflight and Rocketry, pp. 121-122.

July 19 In London, before the Air Ministry, England’s primeminister and the archbishop of Canterbury unveil a largestatue of Hugh Montague, Lord Trenchard, who helped establish the RAF; he became its first marshal in 1927. The Aeroplane, July 27, 1961, p. 92; Hugh Trenchard

file, NASM.

July 21 Astronaut VirgilI. Grissom is successfully launched asthe second American in space, inthe second suborbital flightaboard the Project Mercury Liberty Bell 7 spacecraft. Boostingthe craft is a Mercury-Redstone(MR-4) vehicle from the Atlantic Missile Range at CapeCanaveral. Grissom reaches apeak altitude of 118.26 mi. anda speed of 5,168 mph. His flightlasts 15 min 37 sec, and his landingis made 302 mi. downrange fromthe launching point. The Liberty Bell 7unfortunately sinks in the water as it ispicked up by a Marine helicopter, but Grissomis rescued and reported in excellent condition. I. Ertel and M. Morse, The Apollo Spacecraft, Vol. I, p. 100.

July 28 About a week after the U.S. launches Virgil Grissom into space, NASAchooses a dozen U.S. aerospace companies to prepare bids for the design anddevelopment of the Apollo spacecraft for manned flights to the Moon. D. Baker,Spaceflight and Rocketry, p. 123.

75 Years Ago, July 1936

July 5 Australian pilot James Melrose and A.G.Campbell, his passenger, are killed when theirHeston Phoenix airplane breaks up near Melbourne. The 22-year-old Melrose attainedfame in 1934 when he flew around Australia, a distance of 7,500 mi., in record time. He thenflew to England in 8 days 9 hr, beating the previousofficial record by 13 hr. He was the first solo


July 10 In preparation for their firstnonstop nonrefueled round-the-worldflight attempt, pilotsDick Rutan andJeana Yeager takeoff on a five-day testflight that covers11,339 mi. VoyagerCuratorial File, National Air andSpace Museum.

50 Years Ago,July 1961

July 2 The USSRdelivers the first

batch of Tupolev Tu-16 twin-enginestrategic jet bombers to the Indonesianair force. The aircraft (NATO codename Badger) is also used by the Iraqiand Egyptian air forces. It has a maximum range of 4,474 mi. F. Masonand M. Windrow, Know Aviation, p. 61; Tu-16 file, NASM.

July 5 The Comet II, a three-stageall-solid-fuel rocket developed andbuilt in Israel, is launched from theNegev Desert to a height of 50 mi.and releases a cloud of sodium vaporto measure atmospheric phenomena.Preparations are under way for another rocket with instruments andradio telemetry equipment. The Aeroplane, July 13, 1961, p. 32.

July 9 The Soviet Union shows itsnew Myasishchyev M-50 bomber forthe first time, in a Moscow flyby atthe Tushino Airport. Later given theNATO code name Bounder, the M-50is 187 ft 10 in. long with a wingspanof 121 ft 4 in. Four 28,600-40,000-lb-thrust Koliesov turbojet engines


competitor to finish in the MacRobertson Race between England and Australia, inOctober 1934. The Aeroplane, July 8, 1936, p. 46.

July 5 Philip A. Wills sets a new British long-distance record for sail-planes by flying 102 mi. from Dunstable to Pakefield, on the Suffolk coast, in 4.5 hr in theBritish-built sailplane Hjordis. The previous British record was 95 mi., set by EricCollins. The Aeroplane, July 8, 1936, p. 73.

July 8-10 British newspapers reveal that the Germanairship Hindenburg narrowly escaped being rammed byan RAF plane on June 26. Famed airship commanderHugo Eckener corroborates this and relates that thenear-collision was caused by fog as the airship leftManchester. Eckener urges that British aviatorshenceforth be informed of which days the airship willcross Britain, and of its precise course. The Aeroplane,July 15, 1936, pp. 79-80.

July 12 Louise Thadensets a new women’s speed record of109.58 mph when she flies a 90-hpMonocoupe over a 100-km course in 34min. at Endless Caverns, Va. Aero Digest,Aug. 1936, p. 76.

July 18 The Spanish Civil War begins. It is to involve German, Italian, and Sovietair units as well as French and U.S. aircraft. E. Emme, ed., Aeronautics and Astronautics 1915-60, p. 34.

July 18 In a 63-min ascent over Moscow, aSoviet flyer reaches a record altitude of36,089 ft in a two-place plane of Sovietconstruction with a payload of 1,102.311lb. The pilot, Vladimir Kokkinaki, establishesa new record for planes of this type. AeroDigest, Aug. 1936, p. 76.

July 23 The Navy awards a contract for theXPB2Y-1 flying boat to Consolidated Aircraft.The plane subsequently becomes the prototype for the Coronado series of four-engined flying boats used throughout WW II. E. Emme, ed., Aeronautics and Astronautics 1915-60, p. 34.

And During July 1936

—The first of the big, four-enginedShort Brothers Empire flying boats,meant for long-distance Imperial Airways passenger routes, undergoestrial runs at Rochester, England, whereit was built. Imperial has purchased28 of the machines. With a length of88 ft, a wingspan of 114 ft, and anormal gross weight of about 40,000lb, the boat will accommodate 24 passengers by day and 16 by night. It cruises at 160 mph. Flight, July 9,1936.


July 1 Glenn Curtiss completes themaiden flight of his A-1, the first of along series of Curtiss seaplanes. Theflight takes 5 min and reaches an altitude of 9 m. A. van Hoorebeeck,La Conquete de L’Air, p. 91.

July 1 U.S. pilot Charles Weymannwins the coveted Gordon BennettCup, flying his Farman aircraft 150 kmin 1 hr 11 min. His average speed is78 mph. A. van Hoorebeeck, La Conquete de L’Air, p. 91.


An Aerospace Chronologyby Frank H. Winter

and Robert van der Linden

Aug. 17 An all-USAF team launchesan all-solid-fuel Blue Scout Jr. R&Drocket to collect data in support of

military spaceand weaponsdevelopmentprograms. Thepayload is toaid the devel-opment of

methods for detecting nuclear explo-sions from space. The Blue Scoutrocket is the military version of theScout launch vehicle for orbitingsmall payloads. Aviation Week, Sept.25, 1961, p. 72.

Aug. 23 Ranger 1is launched andcompletes 110 Earthorbits before it reenters the at-mosphere and burnsup. Its mission, considered only partlysuccessful, was to test spacecraft systems and strategies for future lunarmissions of other Ranger craft. Flight,Sept. 7, 1961, p. 407, and Sept. 21,1961, p. 469.

Aug. 24 Famed aviatrix JacquelineCochran claims anew women’sworld jet speedrecord of 842.6mph for a 15-kmstraightawaycourse, at EdwardsAFB, Calif., in aNorthrop T-38trainer. Aviation

Week, Sept. 4, 1961, p. 36.

Aug. 26 The USS Iwo Jima is commissioned at Bremerton, nearSeattle. It is the Navy’s first amphibious

25 Years Ago, August 1986

Aug. 12 Japan launches its first Mitsubishi H-1 rocket. The two-stage vehiclefeatures a license-built Thor-ELT first stage built in Japan and a completely Japanesedesigned and built second stage. The rocket places a geodetic satellite into LEO.New Scientist, Oct. 23, 1986, p. 50.


Aug. 6-7 Maj. Hermann Titov becomes the USSR’s secondman in space, after Yuri Gagarin, when he completes a17-orbit flight in the Vostok 2 spacecraft and is successfullyrecovered. The aims of the mission include determining theeffects of a prolonged orbital flight on human organismsand studying man’s working capacity during weightlessness.Another goal is to measure the effects of cosmic rays on

living organisms, of which there are several specimens onboard. Flight, Aug. 17, 1961, p. 208; The Aeroplane, Aug. 17,

1961, p. 188.

Aug. 10 The European-built Lockheed F-10G, the first of 210 to be built, makesits first flight. Built by German manufacturer ARGE Sud, the fighter is to be usedby the German and Spanish air forces. Flight, Aug. 17, 1961, p. 207.

Aug. 12 Sir Victor Sassoon, the British aviation pioneer, dies in the Bahamas at79. He had an early interest in aviation and in 1911 put up money to start thejournal The Aeroplane. In 1912 he participated in the Grand Prix of the AeroClub of France. The Aeroplane, Aug. 17, 1961, p. 170.

Aug. 12 Echo 1, the world’s first passive communicationssatellite, reenters the atmosphere and burns up after completing 4,480 orbits around the Earth and carrying outabout 150 communications experiments. Its most notableincluded relaying a voice message from President Eisenhowerback to Earth during its first orbit, the transmission of musicand messages across the Atlantic, and sending facsimilephotos transmitted by the Post Office. Flight, Aug. 24, 1961,p. 249.

Aug. 16 A magnetometer aboard Explorer 12 provides the first clear picture ofEarth’s magnetosphere, which was discovered in 1958 by Explorer 1 during theInternational Geophysical Year. Magnetospheres are a mix of free ions and electronsfrom both the solar and Earth winds, or from other planets’ ionospheres, and areformed when a stream of charged particles such as the solar wind interacts withthe magnetic field of a planet. R. Zimmerman, The Chronological Encyclopedia ofDiscoveries in Space, p. 17.

Aug. 17 The Handley Page H.P. 115, the world’s firstslim-delta research aircraft, makes its maiden flight atthe Royal Aircraft Establishment at Bedford, England.The plane is designed for low-speed flight tests but is to play a very importantpart in the British supersonic airliner program. It is one of two H.P. 115 aircraftbuilt for this purpose. The Aeroplane, Aug. 24, 1961, pp. 196-197.


assault ship that is also equipped tooperate a helicopter squadron, withMarine combat troops. United StatesNaval Aviation 1910-1980, p. 243.

Aug. 28 A Navy-McDonnell F4HPhantom II piloted by Lt. Hunt Hardisty,with radar interceptor officer Lt. EarlDeEsch aboard, sets a new low-altitude world speed record of 902.76mph at Holloman AFB, N.M., flyingover a 3-km course in which the planeis just 100 m from the ground. AviationWeek, Sept. 4, 1961, p. 36; UnitedStates Naval Aviation 1910-1980, p. 243.

Aug. 30 The first attempt tolaunch a solid-fuel MinutemanICBM from a silo fails whenthe second stage ignites prematurely, just as the missileclears the silo. The RangeSafety Officer has to destroy it,causing “the biggest explosion

ever seen at Cape Canaveral.” AviationWeek, Sept. 18, 1961, p. 63; Flight,Sept. 7, 1961, p. 406.


Aug. 1 Louis Bleriot, one ofthe world’s great aviationpioneers, dies near Parisof a heart ailment. Bleriotis best known for beingthe first man to fly in aheavier-than-air machineacross the English Channel,

in 1909. Also a highly successful aircraft designer

and manufacturer, he had begun to experiment with aircraft as early as1906-1907. He preferred the monoplane configuration, making thechannel flight in his Type XI. At the startof WW I, he acquired Deperdussin,the aircraft company that turned outthe Spad, one of the best known

fighters of the war. Bleriot’s factory produced 10,000 aircraft for the armed forcesof France and other allies. He also produced a wide variety of experimental andnovel designs, from high-speed single-engine airplanes to large, four-engine flyingboats. The Aeroplane, Aug. 5, 1936, p. 174, and Aug. 12, 1936, p. 211.

Aug. 5 Soviet aviators fly from Los Angeles to Moscow to investigate the possibilityof conducting a regular airline service over the 10,000-mi. route. The pilots, SigmundLevanevsky and Victor Levchenko, use a float-equipped Vultee. Their course liesnorthward along the west coast of North America to Alaska, then across the BeringSea to Siberia, and then to Moscow. For the Siberian leg, the floats are replaced withland gear. Aero Digest, Sept. 1936, p. 74.

Aug. 8 Margo Tanner sets two new women’s seaplane records at Langley Field,Va., when she pilots her Aeronca-powered seaplane over a 100-km course in 55min 55 sec at an average speed of 66.68 mph. Aero Digest, Sept. 1936, p. 74.

Aug. 17 Georges Detre of France establishes a new world’s airplane altituderecord when he flies his Potez 50 to48,600 ft above Villacoublay Airport,France. The plane is the same one usedby Maryse Hilsz the previous June whenshe broke the French record by flying tojust over 47,000 ft. The Aeroplane,Sept. 2, 1936, p. 292.

Aug. 30 Maryse Hilsz wins the Coupe Helene Boucher in theWomen’s Annual Air Race from Paris to Cannes, flying her Caudron C.680 at a speed of 228 mph. The distance covered isabout 430 mi. Six competitors are in the race. The Aeroplane,Sept. 2, 1936, p. 311.

And During August 1936

—Junkers introduces its latest transport airplane, the Ju 86. Two 750-hp radial motors power the aircraft, which can also be fitted with two Junkers Jumo 205 diesels. The Ju 86 has a top speed of 226 mph with a range of 665 mi. The Aeroplane, Aug. 26, 1936, pp. 268-269.


Aug. 2 Harriet Quimby becomes the first American woman to receive her pilot’s license, No. 37, from the Fédération Aéronautque Internationale. A. van Hoorebeeck, La Conquete de L’Air, p. 91.

Aug. 14-25 The first long-distance cross-country flight in the U.S. occurs when H.N. Atwood flies his Wright Baby aircraft from St. Louis to New York City, covering 1,454 mi. in 28 hr 9 min of flight time over the course of 11 days. A. van Hoorebeeck, La Conquete de L’Air, p. 91.

And During August 1911

—Claude Graham White establishes an air mail service between London and Windsor, England, to carry 130,000postcards in celebration of the coronation of King GeorgeV. A. van Hoorebeeck, La Conquete de L’Air, p. 91.


An Aerospace Chronologyby Frank H. Winter

and Robert van der Linden

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AIAA presents AIAA Senior Member Fuchs with Emeritus Citation: (from left to right) Mark Lewis, William Fuchs, and Malcolm O’Neill.

On Friday, 6 May 2011, in a ceremony that took place at FAA Headquarters in Washington, DC, AIAA was honored to present William Fuchs with a Emeritus Citation. Attending on behalf of the Institute were Mark Lewis, AIAA Past President; Wilson Felder, AIAA Vice President—Standards; Klaus Dannenberg, AIAA Deputy Executive Director; Merrie Scott, AIAA Manager of Industry Partnerships; and Chris Jessee, AIAA Manager of Region and Section Programs. AIAA also was honored to have several of Mr. Fuchs family members in attendance.

An AIAA member since 1969, Mr. Fuchs has enriched and improved the aviation community and our country with his life work, and we welcome this opportunity to rec-ognize him for his contributions to aviation.

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28 Nov–1 Dec† Japan Forum on Satellite Communications (JFSC) and Nara, Japan Contact: http://www.ilcc.com/icssc2011 29th AIAA International Communication Satellite Systems Conference (ICSSC)

2012 9–12 Jan 50th AIAA Aerospace Sciences Meeting Nashville, TN Jan 11 1 Jun 11 Including the New Horizons Forum and Aerospace Exposition

23–26 Jan† The Annual Reliability and Maintainability Symposium (RAMS) Reno, NV Contact: Patrick M. Dallosta, [email protected]; www.rams.org

24–26 Jan AIAA Strategic and Tactical Missile Systems Conference Monterey, CA Jun 11 30 Jun 11 AIAA Missile Sciences Conference (SECRET/U.S. ONLY)

29 Jan–2 Feb† 22nd AAS/AIAA Space Flight Mechanics Meeting Charleston, SC Apr 11 3 Oct 11 Contact: www.space-flight.org

3–10 Mar† 2012 IEEE Aerospace Conference, Big Sky, Montana Contact: David Woerner, 626.497.8451; [email protected]; www.aeroconf.org

23–26 Apr 53rd AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, Honolulu, HI Apr 11 10 Aug 11 and Materials Conference 20th AIAA/ASME/AHS Adaptive Structures Conference 14th AIAA Non-Deterministic Approaches Conference 13th AIAA Gossamer Systems Forum 8th AIAA Multidisciplinary Design Optimization Specialist Conference

22–24 May Global Space Exploration Conference (GLEX) Washington, DC

4–6 Jun 18th AIAA/CEAS Aeroacoustics Conference Colorado Springs, CO Jun 11 9 Nov 11 (33rd AIAA Aeroacoustics Conference)

DATE MEETING(Issue of AIAA Bulletin in which program appears)

LOCATION ABSTRACT DEADLINE

CALL FOR PAPERS(Bulletin in which Call for Papers appears)

DATE MEETING(Issue of AIAA Bulletin in which program appears)

LOCATION CALL FOR PAPERS(Bulletin in which Call for Papers appears)

ABSTRACT DEADLINE

AIAA BULLETIN / JULY–AUGUST 2011 B3

To receive information on meetings listed above, write or call AIAA Customer Service, 1801 Alexander Bell Drive, Suite 500, Reston, VA 20191-4344; 800.639.AIAA or 703.264.7500 (outside U.S.). Also accessible via Internet at www.aiaa.org/calendar.

†Meetings cosponsored by AIAA. Cosponsorship forms can be found at http://www.aiaa.org/content.cfm?pageid=292.

4–6 Jun† 19th St Petersburg International Conference on Integrated St. Petersburg, Russia Navigation Systems Contact: Prof. V. Peshekhonov, +7 812 238 8210, [email protected], www.elektropribor.spb.ru

19–21 Jun AIAA Infotech@Aerospace Conference Garden Grove, CA Jun 11 21 Nov 11

25–28 Jun 28th Aerodynamics Measurement Technology New Orleans, LA Jun 11 17 Nov 11 and Ground Testing Conference 30th AIAA Applied Aerodynamics Conference 4th AIAA Atmospheric Space Environments Conference 6th AIAA Flow Control Conference 42nd AIAA Fluid Dynamics Conference and Exhibit 43rd AIAA Plasmadynamics and Lasers Conference 44th AIAA Thermophysics Conference

11–14 Jul† ICNPAA 2012 – Mathematical Problems in Engineering, Vienna, Austria Aerospace and Sciences Contact: Prof. Seenith Sivasundaram, 386/761-9829, [email protected], www.icnpaa.com

14–22 Jul 39th Scientific Assembly of the Committee on Space Research Mysore, India and Associated Events (COSPAR 2012) Contact: http://www.cospar-assembly.org

15–19 Jul 42nd International Conference on Environmental Systems (ICES) San Diego, CA Jul/Aug 11 15 Nov 11

30 Jul–1 Aug 48th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit Atlanta, GA Jul/Aug 11 21 Nov 11 Future Propulsion: Innovative, Affordable, Sustainable

30 Jul–1 Aug 10th International Energy Conversion Engineering Conference (IECEC) Atlanta, GA Jul/Aug 11 21 Nov 11

13–16 Aug AIAA Guidance, Navigation, and Control Conference Minneapolis, MN Jul/Aug 11 19 Jan 12 AIAA Atmospheric Flight Mechanics Conference AIAA Modeling and Simulation Technologies Conference AIAA/AAS Astrodynamics Specialist Conference

23–28 Sep† 28th Congress of the International Council Brisbane, Australia 15 Jul 11 of the Aeronautical Sciences Contact: http://www.icas2012.com

1–5 Oct 63rd International Astronautical Congress Naples, Italy Contact: www. iafastro.org


2011 16–17 Jul Space Environment and Its Effects on Space Systems Int’l Conf. on Environmental Systems Portland, OR

4–5 Aug Liquid Propulsion Systems—Evolution and Advancements Joint Propulsion Conf San Diego, CA

4–5 Aug Pressure Vessel Design Requirements and Verifi cation Guidelines Joint Propulsion Conf San Diego, CA

4–5 Aug Hybrid Rocket Propulsion Joint Propulsion Conf San Diego, CA

4–5 Aug A Practical Introduction to Preliminary Design of Air Breathing Engines Joint Propulsion Conf San Diego, CA

4–5 Aug Electric Propulsion for Space Systems Joint Propulsion Conf San Diego, CA

6–7 Aug Aircraft and Rotorcraft System Identification Engineering Methods and GNC Conferences Portland, OR Hands-on Training using CIFER®

6–7 Aug Aircraft Handling Qualities GNC Conferences Portland, OR

6–7 Aug Mathematical Introduction to Integrated Navigation Systems with Applications GNC Conferences Portland, OR

6–7 Aug Modeling Flight Dynamics with Tensors GNC Conferences Portland, OR

6–7 Aug Modern Missile Guidance GNC Conferences Portland, OR

6–7 Aug Vision Based Control for Autonomous Vehicles GNC Conferences Portland, OR

18–19 Sep Missile Design and System Engineering ATIO/LTA/Balloons & Weapons Conf w/Naval Aviation Forum Virginia Beach, VA

19 Sep Fundamentals of Lighter-Than-Air Systems ATIO/LTA/Balloons & Weapons Conf w/Naval Aviation Forum Virginia Beach, VA

25–26 Sep Introduction to Space Systems SPACE Conference Long Beach, CA

25–26 Sep Systems Engineering Verification and Validation SPACE Conference Long Beach, CA

25–26 Sep The Space Environment: Implications for Spacecraft Design SPACE Conference Long Beach, CA

DATE COURSE LOCATIONVENUE

To receive information on courses listed above, write or call AIAA Customer Service, 1801 Alexander Bell Drive, Suite 500, Reston, VA 20191-4344; 800.639.2422 or 703.264.7500 (outside the U.S.). Also accessible via the internet at www.aiaa.org/courses.

Looking for that perfect fi t? The AIAA Career Center is the aerospace industry’s resource for online employment connections.

For Employers: This easy-to use resource is designed to help you recruit the most qualifi ed professionals in the industry.

For Job Seekers: Whether you’re looking for a new job, or ready to take the next step in your career, we’ll help you fi nd the opportunity that’s right for you.

To fi nd a job or fi ll a position, visit http://careercenter.aiaa.org today.

Find Exactly What You’re Looking For.

Visit the AIAA Career

Center.

11-0460


CHANGE AT AIAA

“Change is in the air”—or per-haps I should say “Change is in the aerospace.” In any case, the prospect for change is certainly evident at AIAA.

The Annual meeting on 12 May saw the traditional passing of the president’s gavel from Mark Lewis to Brian Dailey and the welcoming of Mike Griffin as he begins his term as President (Elect). With your approval of the change to the constitution to extend the presi-dent’s term to two years, we know who will lead the organization from

now through mid-2014. It is an unprecedented opportunity to set plans in place and have the time to execute them. What makes this even more exciting is that Mark, Brian, and Mike have been engaged in thinking about the future of the Institute together for several months already, and as Brian noted to the Board, “there is no daylight between them.”

The backgrounds of these aerospace professionals are pretty remarkable, and very well suited to lead our Institute. All three have taught at the university level; two are doing so now. All three have served at senior positions in government. Two have held top positions in industry. They’ve work across the spectrum of the skills of our members—air and space; research, manufacturing and academia; public policy; scientist and engineer; commercial, civil and national security; Executive and Legislative branches. Combined, they have more than 75 years experience as AIAA members.

Brian’s article in this “From the Corner Office” space last month set the tone: “Anticipating Change—Skating to the Puck.” In some respects, we’re already on the defensive, as our industry is changing around us and we try to adapt. It’s not that we don’t realize that the industry and profession have evolved, it’s that it’s hard to change our habits—and structure. Aerospace systems today are about integration—incredibly complex combinations

of structures and controls and electronics and propulsion and information technologies—and those barely scratch the surface—brought together into packages that operate in inhospitable and unforgiving environments. Today, we don’t have a single confer-ence, journal, or even Technical Committee that is devoted to “integration.” It’s broader than systems engineering, different from aeronautics or astronautics, more complex than program man-agement—yet draws on each of these, and more.

The Technical Activities Committee has been challenged by our VP (Technical Activities) Basil Hassan, and by his predeces-sor, Laura McGill, to rethink our traditional approaches of organiz-ing conferences. While many of our current conferences focus on a single or several technical disciplines, the current needs of our industry suggest that we need to focus on more multidisci-plinary technologies and/or systems related areas. The oppor-tunity is there to consider events that span from the traditional technologies to the systems-level applications, both in aviation and space. Additionally, these events would have components on public policy, management, programs, STEM, and technical education. While I’m sure there are those who think otherwise, my experience is that the professionals that are working on the next-generation air-breathing propulsion system have more to share with those who are working on the design, structure, control, etc., of aviation systems than with those who are working on space propulsion.

I’ve mentioned TAC and conferences, but only as an example. What was clear from interacting with our Board members—some veterans and some new—is that there is a level of excitement and a willingness to look at new ways to serve the profession and the industry that is higher than I have seen in my six years with AIAA. Whether it is our approach to STEM, or our electronic library, or even how we honor our best through awards and member upgrades, everything is on the table. To be sure, much of what we do today is serving us well, and won’t be changed. But when we’re willing to look at ourselves very carefully, and benchmark against best practices and good ideas we see elsewhere, and we have leadership that can set the course and see it through, I can’t help but be optimistic about what the future holds for AIAA.

Bob [email protected]

CALL FOR BOARD OF DIRECTORS NOMINATIONS

The 2011–2012 AIAA Nominating Committee will meet on 11 August 2011 to review nominees and select candidates to partici-pate in the Board of Directors election to fill the following vacancies:

• VP-Elect Education • VP-Elect Public Policy • Director-At-Large • Director-At-Large—International • Technical Director—Aerospace Sciences • Technical Director—Aerospace Design and Structures • Director—Region II • Director—Region III • Director—Region VI

AIAA members may submit themselves or other members qualified for the chosen position as nominees by submitting a nomination through the AIAA Web site (go to www.aiaa.org, log in, and select Board of Directors Nomination from the left-hand navigation bar) by 3 August 2011.

Klaus Dannenberg AIAA Executive Deputy Director and Corporate Secretary

NEW AIAA CORPORATE MEMBERS

AIAA is pleased to announce three new corporate members, as approved by the AIAA Board of Directors on 12 May 2011:

Sierra Nevada, Sparks, NV, is a world-class prime systems

integrator and electronic systems provider known for its rapid, innovative, and agile technology solutions.

Sierra Lobo, Fremont, OH, offers a full range of professional

and technical capabilities, including test and evaluation, systems engineering, and advanced technologies.

Dunmore Corporation, Bristol, PA, manufactures coated,

laminated, and metalized films for industrial and commercial film applications.

For information about the AIAA Corporate Membership Program,

contact Merrie Scott at 703.264.7530 or [email protected].

To submit articles to the AIAA Bulletin, contact your Section, Committee, Honors and Awards, Events, Precollege, or Student staff liaison. See the AIAA Directory on page B1 for contact information.


Recognizing outstand-ing achievement is one of the primary responsibili-ties of AIAA. The honors and awards program is extensive, providing many opportunities for recogni-tion of notable and signifi-cant contributions or tech-nical excellence by mem-bers. Nominations are currently being accepted for AIAA’s top honors; the nomination deadline is 1 October 2011 (see page B12 for more details). For more information about the AIAA Honors and Awards program, please contact Carol Stewart at [email protected] or at 703.264.7623.

PREMIER AWARDS PRESENTED AT AIAA AEROSPACE SPOTLIGHT AWARDS GALA

AIAA presented its highest awards at the Aerospace Spotlight Awards Gala on 11 May, at the Ronald Reagan Building and International Trade Center, Washington, DC. The event provided the opportunity for senior leaders in government, academia, and industry to recog-nize the “best of the best” in aerospace. The Gala brought together over 500 guests to salute the honorees, which included a new class of AIAA Fellows and Honorary Fellows and distinguished winners of AIAA’s premier awards in aerospace categories.

AIAA President Brian Dailey opened the Gala with a warm welcome to the evening’s guests, followed by presentation of the 2011 AIAA Fellows and Honorary Fellows, all of which were congratulated for their achievements. After dinner, Dailey presented AIAA’s pres-tigious awards, which are the highest awards that the Institute and AIAA Foundation bestows.

The 2011 AIAA Honorary Fellows and Fellows at the Aerospace Spotlight Awards Gala.

The 2011 AIAA Honorary Fellows James Albaugh of The Boeing Company, Elaine Oran of the Naval Research Laboratory, and John Junkins, Texas A&M University (center left to right) with AIAA Past Presidents Mike Yarymovych (left) and Mark Lewis (right).


Chairman John Betz, on behalf of the U.S. Air Force Scientific Advisory Board, accepts the AIAA Foundation Award for Excellence from George Muellner, AIAA Foundation Board of Trustees (left), and AIAA President Brian Dailey (right).

AIAA President Brian Dailey (right) presents the 2011 Public Service Award to Richard John (left), Director Emeritus at the Volpe Transportation Systems Center.

AIAA Past President Mark Lewis (right) with G. P. “Bud” Peterson (left), President of Georgia Institute of Technology and recipient of the 2011 Distinguished Service Award.

Gen. John Dailey (center), 2011 recipient of the National Capitol Section Barry M. Goldwater Educator Award and Director of the Smithsonian National Air and Space Museum, with AIAA President Brian Dailey (left) and AIAA National Capitol Section Chair Rick Ohlemacher (right).

AIAA President Brian Dailey (right) presents the AIAA Goddard Astronautics Award to Edward Stone (left), Director Emeritus, Jet Propulsion Laboratory.

David Peters (right), McDonnell Douglas Professor of Engineering at Washington University, with AIAA President Brian Dailey (left) after receiving the 2011 AIAA Reed Aeronautics Award.

2011 Medalist Robert Liebeck (left), Technical Fellow at The Boeing Company, with AIAA President Brian Dailey (right).


Derrick Johnson Pacific NorthwestRalph Johnson AlbuquerqueJess Jones Alabama/MississippiKenneth Jones SpainKevin Jones Point LobosRobert Jones Orange CountyEswar Josyula Dayton/CincinnatiYogendra Kakad CarolinaIraj Kalkhoran Long IslandJulian Kaplan SacramentoKrister Karling SwedenN Jeremy Kasdin Northern New JerseyTadakazu Katayama JapanAlan Kawasaki ArrowheadUnver Kaynak TurkeyDaniel Kelly AlbuquerqueDebbie Kesselring National CapitalHyoung Kim HoustonJohn Kim Los AngelesTheodore Kim AlbuquerqueYoudan Kim South Korea Steve Kinaman National CapitalDavid King San DiegoNorman Knight Hampton RoadsDean Kontinos San FranciscoJoseph Koo Southwest TexasJohn Korte Hampton RoadsJean Koster Rocky MountainSastri Kota San FranciscoMichael Kouvarakos National CapitalJentung Ku National CapitalJohn Kustura Orange CountyJohn Lafferty National CapitalFeng Lai OklahomaRobb Laney Cape CanaveralScott Larrimore Los AngelesErik Larsen Mid-AtlanticPatrick Lawless VandenbergDuck Joo Lee South Korea In Lee South KoreaHerbert Leisenfelder, III JapanPatrick LeMoine HoustonLynn Roy Lewis San Gabriel ValleyStephen Lichten San Gabriel ValleyDiane Linne Northern OhioJ. Littles Alabama/MississippiWilliam Londenberg Hampton RoadsRonald Lovely HoustonBernadette Luna San FranciscoKaj Lundahl SwedenRandal Lycans Alabama/MississippiAnastasios Lyrintzis IndianaMichael Lytton Pacific NorthwestShankar Mahalingam ArrowheadJoseph Makowski National CapitalJohn Mankins VandenbergFrank Manning TucsonNagi Mansour San FranciscoJames Marler National CapitalJed Marquart Dayton/CincinnatiGary Martin San FranciscoMichael Martin Los AngelesWilliam Martin TucsonLuigi Martinelli Northern New JerseyManuel Martinez-Sanchez New EnglandMathew Mathew Southern New JerseyAshok Mathur San Gabriel ValleyLourdes Maurice National CapitalMark Maurice National CapitalWilliam McCasland National CapitalGisela McClellan AtlantaJames McDonald San FranciscoBrian McElroy IllinoisD. Michael McFarland IllinoisJohn McGrath Rocky MountainPhil McKeehen Dayton/CincinnatiJames McLane, III HoustonFrank McLoughlin WichitaPeter McQuade Rocky MountainRajan Menon Twin CitiesHoward Merk National CapitalN. Ronald Merski Hampton RoadsBradley Messer Greater New OrleansElizabeth Messer Greater New Orleans

25-Year AnniversariesAlbert Abeyta Rocky MountainGregory Addington Dayton/CincinnatiNaval Agarwal Pacific NorthwestSyed Ahmed GermanyJulie Albertson Rocky MountainGiancarlo Alfonsi ItalyAhmed Algarni Saudi ArabiaCharles Allmon NetherlandsRobert Almassy National CapitalStephen Alter Hampton RoadsAmy Alving National CapitalJay Ambrose San FranciscoJohn Anderson Rocky MountainMark Anderson San DiegoW Kyle Anderson TennesseeBimal Aponso San FranciscoAndrew Arena OklahomaAlbert Arrieta AtlantaDavid Ashpis Northern OhioDavid Austen CanadaRobert Austin Alabama/MississippiJames Bagwell Northern OhioJuergen Bahr HoustonRandall Bailey Hampton RoadsWendell Baker, II North TexasSivasubramanya Balakrishnan St. LouisJohn Barber Pacific NorthwestRobert Bardo North TexasJames Barry New EnglandGuido Baruzzi CanadaSteven Bass St. LouisDwight Bawcom Southwest TexasJulia Bell San Gabriel ValleyMark Benton, Sr. Los AngelesKurt Bethke North TexasRichard Bitzer Northern New JerseyDavid Blake HoustonCharles Blankenship Hampton RoadsPaul Blelloch San DiegoKeith Blodgett Dayton/CincinnatiRichard Bowerman Dayton/CincinnatiRodney Bowersox HoustonEdward Brady Palm BeachRobert Braun AtlantaRichard Broyles Central FloridaGary Brunner Dayton/CincinnatiCharles Budman Mid-AtlanticWilliam Bundick Hampton RoadsKarl Burkett Southwest TexasDonald Burnham Pacific NorthwestWilliam Butler Hampton RoadsAaron Byerley Rocky MountainMax Calabro FranceBruce Campbell National CapitalGraham Candler Twin CitiesPietro Carboni Long IslandWilliam Carrier St. LouisAlice Carter Northwest FloridaJohn Cashen HoustonMark Chaffin WichitaMoustafa Chahine San Gabriel ValleyChris Chan Mid-AtlanticYeiChin Chao Taiwan (ROC)Kuan Chen UtahGilbert Chew SacramentoLarry Chien San FranciscoDavid Christhilf Hampton RoadsPrasad Chunchu Hampton RoadsJames Cloutier Northwest FloridaKeith Coble San Fernando PacificKevin Cole IowaCharles Coleman Antelope ValleyKeith Comeaux Los AngelesDouglas Comstock National CapitalGenevieve Comte Bellot FranceAllan Corbeil ConnecticutMaurice Corlandi, Jr. Alabama/MississippiEvin Cramer Pacific NorthwestSteven Craver PhoenixJohn Cunningham Pacific NorthwestJon Cutshall Southwest TexasDonald Davis PhoenixMark Dean Southwest Texas

MEMBERSHIP ANNIVERSARIES

AIAA would like to acknowledge the following members on their continuing membership with the organization.

Michael Derby National CapitalJohn Dewsnap Rocky MountainJohn Dodson MichiganJulian Domaradzki Los AngelesMichael Donoghue National CapitalRonald Dougherty WichitaLeroy Dove San FranciscoRobert Drosdzal National CapitalMichael Durham National CapitalDuncan Dversdall Dayton/CincinnatiJohn Edwards United KingdomCarl Ehrlich, Jr. San Fernando PacificJohn Ekaterinaris GreeceEdmane Envia Northern OhioPeter Erbland Dayton/CincinnatiOzcan Ertem TurkeyCharles Everding Dayton/CincinnatiCarl Feldman WichitaDavid Fenton National CapitalStanley Fernandes PhoenixDavid Fleming Cape CanaveralTorsten Fransson SwedenJeffrey Frantz San DiegoRyan Frederic Mid-AtlanticDouglas Frietchen National CapitalHaruhisa Fujii JapanStephen Fujikawa Mid-AtlanticYu Fukunishi JapanRichard Gaeta, Jr. AtlantaRichard Gaffney, Jr. Hampton RoadsDonald Garber Hampton RoadsTom Garner ConnecticutAlexander Giczy National CapitalIan Gilchrist Pacific NorthwestDarrell Gillette TucsonChris Ginther Central PennsylvaniaPeyman Givi Mid-AtlanticWilliam Gjertson, Sr. Pacific NorthwestStewart Glegg Palm BeachRobert Glover Rocky MountainPaul Gloyer TennesseeOded Golan IsraelJerry Goodman HoustonJay Gore IndianaFrancesco Grasso ItalyPaul Graven Los AngelesRobert Green National CapitalMichael Gries IowaBrand Griffin Alabama/MississippiPaul Gulman Rocky MountainJai Gupta National CapitalWalt Gutierrez AlbuquerqueDennis Haas San FranciscoJerold Haber Los AngelesKurt Hack Northern OhioSteven Hall New EnglandJohn Hall, Jr. Hampton RoadsGeorge Hallinan San Fernando PacificDennis Halpin HoustonThomas Hamrick Alabama/MississippiKurt Hansen Dayton/CincinnatiRay Harries Greater PhiladelphiaPeter Hartwich Los AngelesJohn Hatfield Alabama/MississippiAlson Hatheway San Gabriel ValleyFrank Hayes Long IslandGeorge Henderson Greater PhiladelphiaElbert Hendricks Denmark Alton Highsmith Alabama/MississippiJames Hilkert North TexasRonald Hinrichsen Dayton/CincinnatiBradley Hitch Rocky MountainEric Hoffman Mid-AtlanticMichael Holmes Alabama/MississippiJohn Hoos Pacific NorthwestThomas Horvath Hampton RoadsTuyen Hua HoustonDouglas Hudson Greater PhiladelphiaAndrew Humphreys Orange CountyTakashi Iida JapanJonathan Ives Rocky MountainStewart Jackson National CapitalStephen Jacob Greater New OrleansBryan Jensen Orange CountyAmos Johnson Houston

Thomas Meyer Mid-AtlanticPaolo Mezzanotte ItalyScott Miller Pacific NorthwestFrank Milos San FranciscoSami Mina National CapitalYoshikazu Miyazawa JapanMisao Mizuno JapanJohn Mohr St. LouisJesse Montgomery Dayton/CincinnatiYoung Moon South KoreaRichard Moore National CapitalWilliam Moore Cape CanaveralAdrian Morrison AustraliaRobert Morstadt UtahIssam Mudawar IndianaDennis Muilenburg St. LouisJames Mullen North TexasRonald Muller National CapitalJeffrey Muss SacramentoGregory Myers PhoenixRajiv Naik ConnecticutMohammad Naraghi Long IslandJonathan Naughton Rocky MountainWalter Naumann FranceMichael Neaves Northwest FloridaJohn Nicholas IllinoisGordon Niva Orange CountyRobert Norton IndianaChristopher Nutter Pacific NorthwestSteven Ogg San DiegoKenji Ogimoto JapanIrving Ojalvo ConnecticutJon Olansen HoustonKirk Olsen Niagara FrontierWayne Olson Pacific NorthwestGregory Orndorff Mid-AtlanticVolkan Otugen North TexasSusan Ouzts North TexasGordon Ow Los AngelesJames Packard Alabama/MississippiSharon Padula Hampton RoadsGrant Palmer Pacific NorthwestJayanta Panda San FranciscoMichael Papadakis WichitaRichard Park National CapitalGregory Parker Dayton/CincinnatiKevin Partin HoustonRoman Paryz Hampton RoadsRichard Pearson Mid-AtlanticDoyle Peed CarolinaJide Pelumi Dayton/CincinnatiPaul Penko Northern OhioMichael Pennington National CapitalDarrell Pepper ArrowheadStanly Perin Pacific NorthwestHenry Pernicka St. LouisGary Peterson Southwest TexasKenneth Philippart Alabama/MississippiChristophe Pierre CanadaGeorge Piper Mid-AtlanticRonald Platz Rocky MountainThierry Poinsot FranceRonald Porter Alabama/MississippiNathan Prewitt Alabama/MississippiChristine Probett San DiegoAndrzej Przekwas Alabama/MississippiDouglas Rabe Dayton/CincinnatiJayant Ramakrishnan HoustonMysore Ramalingam Dayton/CincinnatiRodney Reeve Twin CitiesJesus Reyna HoustonSteven Reznick Hampton RoadsDavid Richwine Hampton RoadsMichael Rickards North TexasPeter Ricupero New EnglandLaura Roberts Cape CanaveralNadia Roberts Antelope ValleyMaurice Roesch, III National CapitalAlan Rohwer New EnglandPaul Romere Rocky MountainKent Rominger UtahFrank Rose Alabama/MississippiI. Michael Ross Point LobosLisa Roth Alabama/MississippiCatherine Sabinash St. Louis


Kevin Steck Pacific NorthwestBruce Steinetz Northern OhioCraig Stephens Antelope ValleyRobert Stern Central FloridaAlan Stockwell Hampton RoadsFred Stoll Dayton/CincinnatiGeorge Story Alabama/MississippiDavid Strack HoustonEric Strobel National CapitalM. Subrahmanyam San Fernando PacificFred Swern Northern New JerseyKerry Switzer Mid-AtlanticPaul Szymanski AlbuquerqueShohei Takagi JapanYoko Takakura JapanBrian Taminger Hampton RoadsSiva Thangam Northern New JerseyBurkhard Theile GermanyAlberto Tobias Netherlands Duc Tran San FranciscoAlfred Treder Pacific NorthwestRaymond Trohanowsky Northern New JerseyShlomo Tsach IsraelJin Tso San Fernando PacificEkanatha Tulapurkara IndiaJohn Valasek HoustonAlan Varagona AtlantaDoyle Veazey TennesseeJoseph Vecera PhoenixEthiraj Venkatapathy San FranciscoPaul Vergez Rocky MountainRandal Vice Palm BeachPaul Vieira National CapitalJim Vosper Pacific NorthwestDonald Vreeland ColumbusBruce Vu Cape CanaveralRichard Wahls Hampton Roads William Wang Los AngelesGreg Wannenwetsch Mid-Atlantic

Sunil Saigal Northern New JerseyMasaki Saito JapanMasoud Sanayei New EnglandOdilyn Santa Maria Hampton RoadsSriprakash Sarathy Los AngelesRichard Sawyer Pacific NorthwestPaul Schallhorn Cape CanaveralDaniel Scheeres Rocky MountainFrank Scheid, Jr. Mid-AtlanticJames Schier National CapitalDavid Schleicher San FranciscoJohn Sebghati Alabama/MississippiPatrick Sgarlata ConnecticutYahya Sharaf-Eldeen Cape CanaveralJoseph Shea New EnglandJ. Shelley Antelope ValleyHiroshi Shirahata JapanWilliam Shivitz Pacific NorthwestRichard Shorthill UtahBowen Simmons National CapitalJoel Simpson Hampton RoadsTribhuvan Singh Southern New JerseyJoseph Slater Dayton/CincinnatiCarolyn Slivinski Mid-AtlanticElbert Smith AlbuquerqueJan Smith Central FloridaRobert Smith Alabama/MississippiTimothy Smith Northern OhioA. Snell SacramentoRichard Snyder Dayton/CincinnatiUwe Solies TennesseeDavid Soreide Pacific NorthwestAlain Souchier FranceJohn Southall Pacific NorthwestGuy Spear National CapitalDaniel Sponseller National CapitalRonald Springer National CapitalDavid Stallings CarolinaDouglas Stanley Hampton Roads

Thomas Ward Dayton/CincinnatiRalph Welsh, Jr. National CapitalJohnny West Dayton/CincinnatiMark West Orange CountyJames Whiteside Long IslandRoger Whitesides, Jr. Alabama/MississippiCharles Wilkinson New EnglandLoran Wingfield, III Alabama/Mississippi

Brian Winters National CapitalRobert Wissel Dayton/CincinnatiJohn Wissler New EnglandBogdan Wozniak Antelope ValleyAdnan Yucel North TexasIsam Yunis Hampton RoadsTaher Zeglam Wichita

Elsa Hennings and John Watkins pass the Aerodynamic Decelerator Systems TC chair baton in Dublin in May.

Visit the Conference Web site for the Full Agenda, Updates, Special Events, or to Register!www.aiaa.org/events/jpc

AIAA Guidance, Navigation, and Control ConferenceAIAA Atmospheric Flight Mechanics Conference AIAA Modeling and Simulation Technologies Conference

8–11 August 2011Oregon Convention CenterPortland, Oregon

Visit the /Conference Web site for the Full Agenda, Updates, and Special Events, or to Register! www.aiaa.org/events/gnc

11-0336


AEROSPACE OUTREACH THROUGH ART

AIAA Senior Member Michelle Rouch and Artwork by Rouch uses aviation art to encourage children in the fields of math, science, and engineering. In December 2010, Ms. Rouch was invited again by AIAA’s Tucson Section, the award-winning Kid’s Club Project, and the University of Arizona NASA Space Grant to help teach a mini-engineering acquisiton/art project for the University of Arizona Kuiper Space Sciences building.

Ms. Rouch developed and designed a simulated mini-engineering acqui-sition program in conjunction with an art project, painting a unique rendition of the 4 forces of flight. Twenty-three kids, ages 8 to 10, participated in the three-hour-long project on 5 December at the University of Arizona. The kids were formed into five competing teams. This unique project harnessed the kids’ most resourceful talents and expressionism through art.

The children’s work was on display at the 2010–2011 Cessna Aircraft Company/Raytheon Missile Systems/AIAA Foundation Student Design/Build/Fly Competition, held 15–17 April, at the Tucson International Modelplex Park Association Airfield, Tucson, AZ. The artwork joins the other 17 existing paintings at the Pima County Juvenile Court Justice Hall in Tucson, AZ.

After earning her bachelor’s degree in electrical engineering from Wright State University and her master’s degree in information systems engineer-ing at Western International University, Ms. Rouch delved into another passion: painting. Her aviation art has been donated to programs and organizations such as the Kiddie Hawk Air Academy, the University of Arizona Lunar and Planetary Laboratory Foundation, Wright Flight, and the Experimental Aviation Association Young Eagles program.

Ms. Rouch and others were recently honored at a banquet at the National Naval Aviation Museum in Pensacola, FL, for their aviation art, which has been contributed to celebrate the Naval Aviation Centennial. For more information about Ms. Rouch’s inspiring artwork, visit www.rouch.com.

Ms. Rouch has contributed a painting to celebrate the Naval Aviation Centennial; the abstract oil painting is titled, “Pioneer Aviator, Eugene Ely.” He was the first daredevil to fly off and land on the USS Pennsylvania in 1911, wearing a football hel-met, mouth guard, and rubber inner-tubes for a flotation device. (Photo credit: Mimi Stuart)

8–11 August 2011Oregon Convention CenterPortland, Oregon

11-0336

TM The Evolution of Aviation TechnologyAIAA Honors Naval Aviation Pioneers and Pacesetters

11TH AIAA AVIATION TECHNOLOGY, INTEGRATION, AND OPERATIONS (ATIO) CONFERENCE

20–22 September 2011www.aiaa.org/events/atio

and the CENTENNIAL OF NAVAL AVIATION FORUM

100 Years of Achievement and Progress

21–22 September 2011www.aiaa.org/events/NAVY2011

Virginia Beach Convention Centerin conjunction with the NAS OCEANA AIR SHOW

11-0349

REGISTER TODAY!Early Bird Deadline 22 August 2011


interaction between students and aerospace professionals in the classroom environment.

For more information on AIAA’s agreement with PTLW, please contact Lisa Bacon at 703.264.7527.

their facilities, providing gifts, and curriculum for them to share with their students and provide networking connections to them as they return home. Chris Miko, a teacher from California, summed up his visit this way, “I am so thankful for the opportu-nity to have been a part of this. The friends and connections I have made, I have a feeling, will last a lifetime. This experience will only help to further build and improve what I do in the class-room, as I look forward to collaborating on future projects with my new family of teachers who I’ve learned so much from.”

This bi-annual award, first given in 1997, has honored over 50 K–12 educators and is funded by the AIAA Foundation. The AIAA Foundation’s motto is “make it exciting, make it empower-ing, and make it fun.” That simple, compelling philosophy drives our commitment to math, science, and technology education. The AIAA Foundation offers a wealth of resources to support educators from STEM K–12 through university: scholarships, classroom grants, design competitions, and student conferences, as well as improving scientific literacy and advancing the arts and sciences of aerospace. For more information on the AIAA Foundation and its programs for students, teachers, and profes-sionals, visit www.aiaafoundation.org.

Nominations for the 2013 AIAA Foundation Educator Achievement Award will open March 2012. For any questions about the award, please contact Lisa Bacon, Program Manager STEM K–12 Programs at [email protected].

AIAA FOUNDATION EDUCATOR ACHIEVEMENT AWARD WINNERS FETED IN WASHINGTON, DC

From 9–12 May, this year’s 2011 AIAA Foundation Educator Achievement Award winners and their guests came to Washington, DC, to celebrate their achievements. Christy Garvin, Penny Glackman, Roger Kassebaum, Chris Miko, Steve Rapp, Ben McLuckie, and Jill Wall have gone back to their schools with ideas, network contacts, resources, and memories that will last a lifetime. Highlights of this year’s trip were:

• A reception hosted by Nancy Conrad, Pete Conrad Spirit of Innovation Awards, where they met members of industry and government and were treated to a spectacular view of the Potomac River.

• A tour or Orbital Sciences, hosted by Ray Crough, where they met with program managers from some of the next-generation space vehicles. They had the opportunity to visit Orbital’s Mission Control and Clean Room facilities.

• A tour of the Dulles International Airport tower, hosted by the FAA AVSED. They learned about air traffic management and one of the FAA signature programs, Smart Skies.

• A private tour of the National Air & Space Museum, Steven F. Udvar Hazy Center, hosted by Doug Baldwin, Office of Education. Not only did they get to see great air and space arti-facts, but they received curriculum and information about how they can tie into the NASM programs from their schools.

• A tour of the Lockheed Martin Washington Operations Global Vision Center, hosted by David Brandt. The teachers got to see the satellite technol-ogy, future space exploration vehicles, rockets, and military aviation.

• A tour of the U.S. Capitol Dome, arranged by an AIAA member. This very exclusive tour gave the teachers a bird’s eye view of the nation’s capitol.

• The Aerospace Spotlight Gala at the Ronald Reagan International Trade Center was the high point of their visit to Washington, DC. They received a standing ovation from the aerospace professionals gathered to honor the AIAA Fellows and award recipients.

We thank our corporate members, who support these teachers by hosting them at

AIAA/PLTW WORK TO INCREASE STEM EDUCATION

AIAA has signed a memorandum of understanding with Project Lead The Way (PLTW), to foster collaboration between the organizations in strengthening educational content and learn-ing opportunities in the STEM subjects of science, technol-ogy, engineering, and mathematics in schools across the country. The agreement between AIAA and PTLW combines the organizations’ educational resources in an effort to create a diverse, qualified aerospace engineering workforce for the future. Teachers who are involved with PLTW may become AIAA Educator Associates, with access to all of AIAA’s aero-space science materials. The agreement also allows AIAA and PTLW to work together to strengthen PLTW’s STEM curriculum in schools, create aerospace science clubs for students, and increase learning opportunities for teachers through field trips for outside the classroom education. The agreement promotes part-nerships between classroom teachers and local AIAA chapters to increase mentoring opportunities for teachers and to increase

CALL FOR PAPERSICNPAA 2012 World Congress: Mathematical Problems

in Engineering, Sciences and AerospaceVienna, Austria, 11–14 July 2012

On behalf of the International Organizing Committee, it gives us great pleasure to invite you to the ICNPAA 2012 World Congress: 9th International Conference on Mathematical Problems in Engineering, Aerospace and Sciences, which will be held at Vienna University of Technology, Vienna, Austria. This is an AIAA and IFIP cosponsored event.

Please visit the Web site: www.icnpaa.com for all details.


advancement of advanced aerodynamic flowfield and surface measurement techniques for research in flight and ground test applications.

Aerospace Communications Award is presented for an out-standing contribution in the field of aerospace communications.

Aerospace Design Engineering Award is presented to rec-ognize design engineers who have made outstanding technical, educational, or creative achievements that exemplifies the qual-ity and elements of design engineering.

Aerospace Software Engineering Award is presented for outstanding technical and/or management contributions to aero-nautical or astronautical software engineering.

Air Breathing Propulsion Award is presented for meritori-ous accomplishment in the science of air breathing propulsion, including turbomachinery or any other technical approach dependent on atmospheric air to develop thrust, or other aero-dynamic forces for propulsion, or other purposes for aircraft or other vehicles in the atmosphere or on land or sea.

Chanute Flight Test Award is presented to recognize sig-nificant lifetime achievements in the advancement of the art, sci-ence, and technology of flight test engineering. (Presented even years)

Engineer of the Year is presented “To an individual member of AIAA who has made a recent significant contribution that is worthy of national recognition.” Nominations should be submitted to the appropriate AIAA Regional Director.

Fluid Dynamics Award is presented for outstanding contribu-tions to the understanding of the behavior of liquids and gases in motion as related to need in aeronautics and astronautics.

Ground Testing Award is presented for outstanding achievement in the development or effective utilization of tech-nology, procedures, facilities, or modeling techniques or flight simulation, space simulation, propulsion testing, aerodynamic testing, or other ground testing associated with aeronautics and astronautics.

Information Systems Award is presented for technical and/or management contributions in space and aeronautics comput-er and sensing aspects of information technology and science.

Intelligent Systems Award is presented to recognize impor-tant fundamental contributions to intelligent systems technolo-gies and applications that advance the capabilities of aerospace systems. (Presented odd years)

Jeffries Aerospace Medicine & Life Sciences Research Award is presented for outstanding research accomplishments in aerospace medicine and space life sciences.

Theodor W. Knacke Aerodynamic Decelerator Systems Award is presented to recognize significant contributions to the effectiveness and/or safety of aeronautical or aerospace sys-tems through development or application of the art and science of aerodynamic decelerator technology.

Plasmadynamics and Lasers Award is presented for out-standing contributions to the understanding of the physical prop-erties and dynamical behavior of matter in the plasma state and lasers as related to need in aeronautics and astronautics.

Propellants and Combustion Award is presented for out-standing technical contributions to aeronautical or astronautical combustion engineering.

CALL FOR 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 October.

A nomination form can be downloaded from www.aiaa.org, or AIAA members may submit nominations online after logging in with their user name and password.

Premier Awards & LectureshipsDistinguished Service Award gives unique recognition to

an individual member of AIAA who has distinguished himself or herself over a period of years by service to the Institute. (Current national officers and directors are ineligible for this award.)

Goddard Astronautics Award, named to honor Robert H. Goddard—rocket visionary, pioneer, bold experimentalist, and superb engineer—is the highest honor AIAA bestows for notable achievement in the field of astronautics.

International Cooperation Award is presented to recognize individuals who have made significant contributions to the initia-tion, organization, implementation, and/or management of activi-ties with significant U.S. involvement that includes extensive international cooperative activities in space, aeronautics, or both.

Public Service Award honors a person outside the aero-space community who has shown consistent and visible support for national aviation and space goals.

Reed Aeronautics Award is the highest award an individual can receive for achievements in the field of aeronautical science and engineering. The award is named after Dr. Sylvanus A. Reed, the aeronautical engineer, designer, and founding mem-ber of the Institute of Aeronautical Sciences in 1932.

Dryden Lectureship in Research was named in honor of Dr. Hugh L. Dryden in 1967, succeeding the Research Award estab-lished in 1960. The lecture emphasizes the great importance of basic research to the advancement in aeronautics and astronau-tics and is a salute to research scientists and engineers.

Durand Lectureship for Public Service, named in honor of William F. Durand, is presented for notable achievements by a scientific or technical leader whose contributions have led directly to the understanding and application of the science and technolo-gy of aeronautics and astronautics for the betterment of mankind.

von Kármán Lectureship in Astronautics honors Theodore von Kármán, world-famous authority on aerospace sciences. The award recognizes an individual who has performed notably and distinguished himself technically in the field of astronautics.

Wright Brothers Lectureship in Aeronautics commemorates the first powered flights made by Orville and Wilbur Wright at Kitty Hawk in 1903. The lectureship emphasizes significant advances in aeronautics by recognizing major leaders and contributors.

Technical Excellence AwardsAeroacoustics Award is presented for an outstanding techni-

cal or scientific achievement resulting from an individual’s contri-bution to the field of aircraft community noise reduction.

Aerodynamics Award is presented for meritorious achieve-ment in the field of applied aerodynamics, recognizing notable contributions in the development, application, and evaluation of aerodynamic concepts and methods.

Aerodynamic Measurement Technology Award is pre-sented for continued contributions and achievements toward the


contributions to AIAA by members of the Institute. A maximum of 20 awards are presented each year.

Answers to frequently asked questions or guidelines on sub-mitting nominations for AIAA awards may be found at http://www.aiaa.org/content.cfm?pageid=289.

For further information on AIAA’s awards program, please contact Carol Stewart, Manager, AIAA Honors and Awards, at 703.264.7623 or at [email protected].

Jay Hollingsworth Speas Airport Award, established in 1983, is cosponsored by AIAA, the American Association of Airport Executives, and the Airport Consultants Council. It is pre-sented to the person or persons judged to have contributed most outstandingly during the recent past toward achieving compat-ible relationships between airports and/or heliports and adjacent environments. The award consists of a certificate and a $10,000 honorarium.

Structures, Structural Dynamics and Materials Award is presented for an outstanding sustained technical or scientific con-tribution in aerospace structures, structural dynamics, or materials.

Survivability Award is presented to recognize outstanding achievement or contribution in design, analysis implementation, and/or education of survivability in an aerospace system.

Thermophysics Award is presented for an outstanding sin-gular or sustained technical or scientific contribution by an indi-vidual in thermophysics, specifically as related to the study and application of the properties and mechanisms involved in thermal energy transfer and the study of environmental effects on such properties and mechanisms.

Wyld Propulsion Award is presented for outstanding achievement in the development or application of rocket propul-sion systems.

Service AwardSustained Service Award, approved by the Board of

Directors in 1999, recognizes sustained, significant service and

Enhancing Today, Inspiring Tomorrow

Visit the Conference Web site for the Full Agenda, Updates, and Special Events, or to Register!

www.aiaa.org/events/space

27–29 September 2011Long Beach Convention CenterLong Beach, California

11-0335

At AIAA, we see aero-space transforming

the future ... How Far Can You See?

What is your hope for the future of aerospace? What discoveries and break-throughs are on the

way and what difference will they make? Share your vision at www.aiaa.org/imagineit.

I see a future when fluidic oscillators (active flow control technology having no moving parts) are used for flow separa-tion control over aircraft wings and wind turbine blades. Thus increasing their efficiency and reducing the use of the valu-able and limited non-renewable resource.—Fayaz Rasheed

How Far Can YouSee


11th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference Synopsis The ever-increasing demand for air transportation and services places a greater burden on our current aviation infrastructure. This

infrastructure can be described as a complex, “organic” entity that was not designed new out of “whole-cloth,” but one that has evolved as new technologies, systems, and societal needs have been identified. Accordingly, the design of new aircraft and the systems in which they operate will require advanced, multidisciplinary design tools and methodologies. New paradigms in technology, innovative aircraft configurations and design solutions, and new operational systems are emerging for a synergistic aviation world.

The AIAA Aviation Technology, Integration, and Operations (ATIO) Conference has an established reputation for bringing together aviation professionals, practicing engineers, researchers, and policymakers to explore ideas, share research, and create interactive opportunities in response to these issues. The conference theme of “Looking Back to Plan the Future” emphasizes the need to learn from history to be able to make progress toward integrating new aircraft and technologies into a legacy global aviation system that is increasingly forward looking, with the efforts of the NextGen and SESAR modernization. Moreover, in the context of synergy with military aviation and operations, ATIO will look at the lessons from the past to plan a more effective future.

AIAA Lighter-Than-Air Systems Technology Conference Synopsis The purpose of the AIAA Lighter-Than-Air Systems Technology Conference is to provide a forum for the world’s leading experts,

scientists, and engineers in airship and tethered aerostats to present recent advances in the field. The conference will foster an environ-ment for the free exchange of information, provide opportunities for hands-on contact with LTA craft, provide technical interactions, and promote sharing best practices in an atmosphere of cooperation.

AIAA Balloon Systems Conference Synopsis The purpose of the AIAA Balloon Systems Conference is to provide a forum for the world’s leading experts, scientists, and engi-

neers in free flight balloon systems technologies to present recent advances in the field. The conference will foster an environment for the free exchange of information, provide an opportunity for technical interaction, and cultivate an atmosphere of cooperation.

11th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference,

including the 19th AIAA Lighter-Than-Air Technology Conference

and the AIAA Balloon Systems Conference

20–22 September 2011Virginia Beach Convention Center

Virginia Beach, VA

and the

AIAA Centennial of Naval Aviation Forum100 Years of Achievement and Progress

21–22 September 2011

Virginia Beach Convention CenterVirginia Beach, VA

in conjunction with the

NAS Oceana Air Show


Confirmed speakers include:

• Honorable Charles Bolden • Mark T. Maybury, Chief Scientist, U.S. Air Force, Washington, D.C.• Todd Zarfos, Vice President of Engineering for the 747-8, The Boeing Company, Everett, WA• Bruce J. Holmes, CEO and Chief Strategy Officer, NEXTGEN Aerosciences, LLC• Michael S. Francis, Management Lead—Autonomous Systems, Sikorsky Innovations and United Technologies Research Center• David Hinton, Deputy Director, Aeronautics Research Directorate at NASA Langley Research Center• Robert A. Pearce, Director for Strategy, Architecture and Analysis, Aeronautics Research Mission Directorate, NASA Headquarters

The forum will take place on Thursday afternoon and Friday morning. See AIAA website for more details at www.aiaa.org/events/atio.

Friday, 23, September 2011

1730 hrs Oceana Twilight Show at NAS Oceana See performances by vintage U.S. Navy Warbirds as well as

a military tactical demonstration by the F/A-18 Hornet. When the sun sets, you’ll be thrilled by heart-stopping night-time displays by Gene Soucy, Bill Leff, Bob Carlton’s Jet Powered Glider, the Shockwave Jet Truck, and the British Red Devils jump team. Admission and parking are free and gates open at 1700 hrs.

Saturday and Sunday, 24 and 25 September 2011

0800–1300 hrsNAS Oceana Air ShowThe 2011 NAS Oceana Air Show main event has an action-

packed lineup including the U.S. Navy Blue Angels and top civilian performers. Please visit www.oceanaairshow.com for details.

Engineers as Educators WorkshopDate: Wednesday 21 September 2011Time: 1900–2200 hrsHelp young minds define the future of aerospace!—Are you

prepared to work with 30 smiling students and inspire them to learn more about aerospace and the work of an engineer? Learn how to teach aerospace concepts to kids while also showing them a good time. We will teach you the little (and

AIAA Centennial of Naval Aviation Forum Synopsis 2011 is a special year: the 100-year anniversary of U.S. Naval Aviation. Many notable accomplishments have marked the past

century of naval aviation, starting with the requisition for the first U.S. Navy aircraft (two Curtiss biplanes) on 8 May 1911; the first flight, achieved on 1 July 1911 in the Curtiss biplane designated A-1; the first flight by a naval aviator, Lt. Theodore G. Ellyson, on 3 July 1911; and the commissioning of the first aircraft carrier, CV-1, the USS Langley, on 20 March 1922. Rapid evolution led to the central role played by naval aviation in the Pacific theater during World War II, and operations in Korea and Vietnam. Other highlights include the incredible F-14 Tomcat 30-year history, Desert Shield and Desert Storm, the Super Hornet of today, and the F-35 and UCAV of tomorrow. In addition, the USS Enterprise, the first nuclear-powered aircraft carrier, was commissioned on 25 November 1961, and is celebrating her 50th anniversary this year.

AIAA is collaborating with the Department of the Navy to organize the Centennial of Naval Aviation Forum. This unique technical forum will celebrate the Centennial of Naval Aviation in appropriate style, by bringing together the technical and operational sides of U.S. Naval Aviation in one integrated event, followed by an outstanding Navy airshow—NAS Oceana Airshow 2011—taking place in the historic location of Norfolk/Virginia Beach.

AIAA’s Centennial of Naval Aviation forum is a Tier 1 premier event during the centennial year for the Naval aviation community. In addition to celebrating a century of history, it will highlight the latest technical developments pertaining to naval aircraft, weapons, ships, defense acquisition, and operations. This multidisciplinary forum will feature technical sessions and panels of keynote speakers, with a focus on key challenges, issues encountered in naval aviation, and proposed solutions.

Special Events

Tuesday, 20 September 2011

0800–0900 hrsOpening KeynoteJohn Cavolowsky, Director of the Airspace Systems Program Office, NASA Headquarters

1130–1300 hrsConference Luncheon in the Exhibit Hall DAdmission is included in the registration fee where indicated.

Additional tickets may be purchased for $32 online or at the onsite registration desk.

Wednesday, 21 September 2011

0800–0900 hrsKeynoteRear Admiral Nevin P. Carr, Jr. (Invited), Chief of Naval Research, Director, Test and Evaluation and Technology Requirements

1130–1330 hrsAwards LuncheonSponsored by Lockheed Martin Aeronautics Company Featuring Guest Speaker: Tom Blakely, Vice President, F-35 Chief Engineer, Lockheed Martin Aeronautics CompanyAdmission is included in the registration fee where indicated.

Additional tickets may be purchased for $32 online or at the on-site registration desk.

1800–1930 hrsWelcome ReceptionAdmission is included in the registration fee where indicated.

Additional tickets may be purchased for $60 online or at the onsite registration desk.

Thursday, 22 September 2011

0800–0900 hrsKeynotesRear Admiral Patrick E. McGrath, Vice Commander, Naval Air Forces Commander, Naval Air Forces Reserve

1230–1500 hrs, Thursday0800–1245 hrs, FridayNew Horizons in Aviation ForumChair: Mark Anderson, Director, Platform Performance

Technology, Boeing Research and Technology, Seattle, WA


Special Thanks to the 2011 organizing committee of the ATIO and Naval Aviation Conferences

ATIO General ChairGlenn J. Miller

Vice President, Engineering, Lockheed Martin Aeronautics Company

Naval Aviation Forum General ChairCAPT Richard Dann

Dyna BencherguiBombardier Aerospace

Kevin BurnsConsultant and History Technical Committee Chair

Craig NickolNASA Langley Research Center

Charlie SvobodaThe Boeing Company

Peter HollingsworthUniversity of Manchester

Kapil ShethNASA Ames Research Center

David R. MaroneyThe MITRE Corporation

Danielle SobanQueen’s University Belfast

big) things that help make working with students easy and fun, including ideas for hands-on activities! Learn how to:

• Connect your work to classroom objectives• Plan memorable experiences• Use simple and clear vocabulary• Engage with hands-on experiences, such as setting up a test

flight line for gliders, paper airplanes, and straw rockets

This workshop is free for AIAA members and conference attendees.

Conference ProceedingsProceedings for this conference will be available in one for-

mat: online proceedings. The cost is included in the registration fee where indicated. The online proceedings will be available on 13 September 2011. Attendees who register in advance for the online proceedings will be provided with instructions on how to access them. Those registering on site will be provided with instructions at that time.

Sponsorship OpportunitiesFor information regarding sponsorship opportunities, please

contact:

Cecilia CapeceAIAA Sponsorship Program Manager703.264.7570E-mail: [email protected]

ATIO and Centennial of Naval Aviation RegistrationAll participants are urged to register online on the AIAA Web

site at either www.aiaa.org/events/atio or www.aiaa.org/events/NAVY2011, or you may download the registration form and return it via mail or fax. Registering in advance saves con-ference attendees time and up to $200. A check made payable to AIAA or credit card information must be included with your registration form.

Early-bird registration forms must be received by 22 August 2011. Preregistrants may pick up their materials at the advance registration desk. All those not registered by 18 August 2011 may do so at the on-site registration desk. If you require more information, please call 703.264.7500.

Cancellations must be in writing and received no later than 30 August 2011. There is a $100 cancellation fee. Registrants who cancel beyond this date or fail to attend the conference will for-feit the entire fee. For questions, please contact Sandra Turner at 703.264.7500 or [email protected].

Registration fees are as follows:

ATIO including Balloons, LTA and New Horizons in Aviation Forum

20–22 September 2011Registration Fees

Early Bird Standard On Site By 22 Aug 23 Aug–18 Sep Starting 19 Sep

Option 1: Full Conference with Online Proceedings AIAA Member $740 $840 $940 Nonmember $895 $995 $1095Includes sessions Tuesday–Thursday, Tuesday lunch, Wednesday awards luncheon, Wednesday evening reception, New Horizons in Aviation Forum, and single-user access to the online conference proceedings.

Option 2: Full-Time Undergraduate Student AIAA Member $20 $30 $40Nonmember $50 $60 $70Includes conference sessions and New Horizons in Aviation Forum only, no food functions.

Option 3: Full-Time Undergraduate Student Plus TicketsAIAA Member $144 $154 $164Nonmember $174 $184 $194Includes sessions Tuesday–Thursday, Tuesday lunch, Wednesday awards luncheon, Wednesday evening reception, and New Horizons in Aviation Forum (excludes conference proceedings).

Option 4: Full-Time Graduate or Ph.D. Student AIAA Member $60 $70 $80Nonmember $90 $100 $110Includes conference sessions and New Horizons in Aviation Forum only, no food functions.

Option 5: Full-Time Graduate or Ph.D. Student Plus TicketsAIAA Member $184 $194 $204Nonmember $214 $224 $234Includes sessions Tuesday–Thursday, Tuesday lunch, Wednesday awards luncheon, Wednesday evening reception, and New Horizons in Aviation Forum (excludes conference proceedings).

Option 6: Full-Time Retired AIAA MemberAIAA Member $40 $50 $60Includes sessions Tuesday–Thursday, Tuesday lunch, Wednesday awards luncheon, Wednesday evening reception,


Option 5: Full-Time Graduate or Ph.D. Student AIAA Member $60 $70 $80Nonmember $90 $100 $110Includes conference sessions and New Horizons in Aviation Forum only, no food functions.

Option 6: Full-Time Graduate or Ph.D. Student Plus TicketsAIAA Member $152 $162 $172Nonmember $182 $192 $202Includes sessions Wednesday–Thursday, Wednesday awards luncheon, Wednesday evening reception, and New Horizons in Aviation Forum (excludes conference proceedings).

Option 7: Full-Time Retired AIAA MemberAIAA Member $40 $50 $60Includes sessions Wednesday–Thursday, Wednesday awards luncheon, Wednesday evening reception, and New Horizons in Aviation Forum (excludes conference proceedings).

Option 8: Discounted Group Rate $595 per person $595 per person N/AAdvance only. 10% discount off early-bird member rate for 10 or more individuals from the same organization who reg-ister and pay at the same time with a single form of payment. Includes all catered events and online proceedings. A com-plete typed list of registrants, along with completed individual registration forms and a single payment, must be submitted by the preregistration deadline of 18 September 2011. No substitutions.

Extra Tickets Wednesday Awards Luncheon $32Wednesday Evening Reception $60Online Proceedings $170New Horizons in Aviation Forum $200(Thursday afternoon and Friday morning only)

On-Site Registration HoursHours are as follows:

Sunday 18 September (PD Course Only 0715–0815 hrsMonday, 19 September (PD Course Only) 0715–0815 hrsMonday, 19 September 1500–1900 hrsTuesday, 20 September 0700–1700 hrsWednesday, 21 September 0700–1700 hrsThursday, 22 September 0730–1700 hrsFriday, 23 September 0730–1200 hrs

Notice on VisasIf you plan to attend an AIAA technical conference or course

held in the United States and you require a visa for travel, it is incumbent upon you to apply for a visa with the U.S. Embassy (consular division) or consulate with ample time for processing.

To avoid delays, AIAA strongly suggests that you submit your formal application to U.S. authorities a minimum of 120 days in advance of the date of anticipated travel.

To request a letter of invitation, visit www.aiaa.org/events/ atio, and select “Notice on Visas” for further instructions. You may also request a letter of invitation by contacting AIAA at the following address:

ATTN: Customer ServiceAmerican Institute of Aeronautics and Astronautics1801 Alexander Bell Drive, Suite 500Reston, VA 20191-4344703.264.7500 • 703.264.7657 FAXE-mail: [email protected]

and New Horizons in Aviation Forum (excludes conference proceedings).

Option 7: Discounted Group Rate $666 per person $666 per person N/AAdvance only. 10% discount off early-bird member rate for 10 or more individuals from the same organization who reg-ister and pay at the same time with a single form of payment. Includes all catered events and online proceedings. A com-plete typed list of registrants, along with completed individual registration forms and a single payment, must be submitted by the preregistration deadline of 18 September 2011. No substitutions.

Option 8: Professional Development Course

By 12 Aug 13 Aug–9 Sep 10–18 Sep

Missile Design and System EngineeringAIAA Member $995 $1195 $1345Nonmember $1145 $1345 $1495

Fundamentals of Lighter-Than-Air SystemsAIAA Member $250 $350 $450Nonmember $400 $500 $600

Extra Tickets Monday Luncheon $32Wednesday Awards Luncheon $32Wednesday Evening Reception $60Online Proceedings $170New Horizons in Aviation Forum $200(Thursday afternoon and Friday morning only)

Centennial of Naval Aviation Forum and New Horizons in Aviation Forum

21–23 September 2011Registration Fees

Early Bird Standard On Site By 22 Aug 23 Aug–18 Sep Starting 19 Sep

Option 1: Full Conference with Online Proceedings AIAA Member $660 $760 $860 Nonmember $815 $915 $1015Includes sessions Wednesday–Thursday, Wednesday awards luncheon, Wednesday evening reception, New Horizons in Aviation Forum, and single-user access to the online conference proceedings.

Option 2: Full Conference—Military OnlyMilitary $495 $595 $695A/D military. Does not include AIAA membership for nonmem-bers. Includes sessions Wednesday–Thursday, Wednesday awards luncheon, Wednesday evening reception, and New Horizons in Aviation Forum (excludes conference proceedings).

Option 3: Full-Time Undergraduate Student AIAA Member $20 $30 $40Nonmember $50 $60 $70Includes conference sessions and New Horizons in Aviation Forum only, no food functions.

Option 4: Full-Time Undergraduate Student Plus TicketsAIAA Member $112 $122 $132Nonmember $142 $152 $162Includes sessions Wednesday–Thursday, Wednesday awards luncheon, Wednesday evening reception, and New Horizons in Aviation Forum (excludes conference proceedings).


AIAA cannot directly intervene with the U.S. Department of State, consular offices, or embassies on behalf of individuals applying for visas.

Hotel Information AIAA has reserved a block of rooms at the Doubletree

Hotel Virginia Beach, 1900 Pavilion Drive, Virginia Beach, VA 23451. Phone: 800.222.TREE or 757.422.8900, Fax: 757.422.0039. Please contact the hotel directly to make your reservations, or book online by visiting www.aiaa.org/events/NAVY2011 or www.aiaa.org/events/atio and clicking “Travel and Accommodations” on the right-hand side of the conference home page. The hotel is located next door to the Virginia Beach Convention Center. Conference rates are $119 single/double occupancy and will be held for conference attendees until 22 August 2011 or until the block has sold out. After 22 August, these rooms will be released for sale to the general public.

Government Attendees: There are a limited number of rooms available at the current government per diem rate and these rooms will be available on a first-come, first-served basis. Valid government ID will be required for these rooms. Please make sure to ask for the AIAA Government Rate, as the hotel may not offer a government rate outside our block.

Professional Development Courses

Two courses will be offered in conjunction with this meeting. They will be held 18–19 September at the Virginia Beach Convention Center in Virginia Beach, VA, prior to the conference. Registration for the two-day short course includes admission to the technical sessions for the ATIO, Lighter-Than-Air Technology, and Balloon Systems Conferences. Tickets for the conference sessions, receptions, lunches, proceedings or papers, and other specific conference-related functions must be purchased sepa-rately. For detailed information on these courses, visit the AIAA Web site: www.aiaa.org/courses.

Missile Design and System Engineering (Instructor: Eugene L. Fleeman)This short course provides the fundamentals of missile design, development, and system engineering. A system-level, inte-

grated method is provided for missile configuration design and analysis. It addresses the broad range of alternatives in satisfying missile performance, cost, and risk requirements. Methods are generally simple closed-form analytical expressions that are phys-ics-based, to provide insight into the primary driving parameters. Configuration sizing examples are presented for rocket, turbojet, and ramjet-powered missiles. Systems engineering considerations include launch platform integration constraints. Typical values of missile parameters and the characteristics of current operational missiles are discussed as well as the enabling subsystems and technologies for missiles. Sixty-six videos illustrate missile development activities and performance. Attendees will vote on the relative emphasis of types of targets, types of launch platforms, technical topics, and round table discussion.

Fundamentals of Lighter-Than-Air Systems (Sponsored by the AIAA Lighter-Than-Air Technical Committee)LTA systems are gaining attention all over the globe due to widespread concerns about climate change, the effects of eco-

nomic and political turmoil on the price of petroleum and the need for security organizationsto maintain cost-effective persistent surveillance.

This course is aimed at people who wish to update themselves with the current developments and future trends in design, development, operations, and applications of Lighter-Than-Air Systems.

Course Materials: Course notes will not be distributed on site. AIAA and your course instructor highly recommend that you bring your computer with the course notes already downloaded. Once you have registered for the course, the course notes will be available about two weeks prior to the course event, and remain available to you in perpetuity

Follow AIAA Professional Development on Twitter—@AIAACourses

“No Paper, No Podium” and “No Podium, No Paper” Policy

If a written paper is not submitted by the final manuscript deadline, authors will not be permitted to present the paper at the conference. Final manuscripts are due at AIAA by 30 August 2011. It is the responsibility of those authors whose papers are accepted to ensure that a representative attends the conference to present the paper. If a paper is not presented at the conference, it will be withdrawn from the conference pro-ceedings. These policies are intended to eliminate no-shows and to improve the quality of the conference for attendees.

International Traffic in Arms Regulations (ITAR) AIAA speakers and attendees are reminded that some top-

ics discussed in the conference could be controlled by the International Traffic in Arms Regulations (ITAR). U.S. nation-als (U.S. citizens and permanent residents) are responsible for ensuring that technical data they present in open sessions to non-U.S. nationals in attendance or in conference proceedings are not export restricted by the ITAR. U.S. nationals are likewise responsible for ensuring that they do not discuss ITAR export-restricted information with non-U.S. nationals in attendance.


Program at a Glance

Tuesday, 20 September 2011

ATIO, LTA AND BALLOONS ONLY

Morning SessionsArrival & Departure I Lighter Than Air Operations & Support Metrics Operational Assessment of Systems Safety Super Pressure Balloon Systems Engineering & Decision Tools Traffic Flow Management I Transformational Flight Introductory Panel Discussion—New Series for 2011 Value Approaches to Design Weather

Afternoon SessionsAir Traffic Management I Arrival & Departure II Balloon Potpourri Fleet Level Environmental Performance I Lighter Than Air Design Lighter Than Air Disciplinary Analyses Local Operations to Improve Environmental Impact I Morphing & Reconfigurable Aircraft NextGen I NextGen II Polar & Planetary Balloons Separation Assurance Traffic Flow Management II Trajectory Management I Transformation Flight: Airborne Wind Transformation Flight: Operational Autonomy Value-Driven Design of Subsystems & Components

Wednesday, 21 September 2011

Morning Sessions

ATIO, LTA AND BALLOONS Aircraft ConceptsLocal Operations to Improve Environment Runways Value Approaches of Fleet and OperationsTransformation Flight: Regulations

CELEBRATION OF NAVAL AVIATION

A-6 IntruderAircraft Design for Carrier LandingAviation History I: Early Naval AviationHistorical Naval Weapons DevelopmentNaval Aviation EnterprisePatrol Aircraft: P-8 PoseidonSmall Unmanned Aircraft Systems for Military Applications U.S. Navy Reserves

JOINT SESSIONS F-35 JSF Propulsion SystemsUAS Safety and Risk

Afternoon Sessions

ATIO, LTA AND BALLOONS Aircraft ConceptsAirportEnvironmental Aircraft DesignMDO ApproachesOceanic Traffic ManagementStratospheric AirshipsStudent Design CompetitionsTerminal AreaThrough Life Support MethodsTransformation Flight: Technologies Transformation Flight: Machine Autonomy CELEBRATION OF NAVAL AVIATION

Aircraft Carriers and CVN’s Aviation History II: Pioneering Naval AircraftAviation History III: Heritage, Legacy and CultureBroad Area Maritime Surveillance (BAMS) Unmanned Aircraft SystemC4ISRDefense Acquisition & Lifecycle Management F-35 JSF Power/Thermal Systems IntegrationF-35 JSF Weapons IntegrationMilitary Aircraft Power/Thermal Systems IntegrationMilitary Propulsion Systems Small Unmanned Aircraft Systems for Military ApplicationsTop Gun Movie PanelTOPGUN Fightertown USAWeapons Development

JOINT SESSIONS

UAS Design and AnalysisV/STOL Pilots PanelV/STOL Technology

Thursday, 22 September 2011

Morning Sessions

ATIO, LTA AND BALLOONS Air Transport Systems AnalysisAircraft Concept DesignContinuous Descent Arrival5th Generation Target ProgramSurfaceTethered AerosatsTransformation Flight: Personal Air Vehicles


Advanced Weapons TechnologyAviation History IV: Doctrine and TechnologyDefense Acquisition & Lifecycle ManagementF-14 Tomcat TributeF-35 Joint Strike Fighter PanelMilitary Rotorcraft Design and InnovationsNaval OperationsStructural Design, Fatigue & Structural Integrity of Navy Fleet (Aircraft, Ships, etc.)


Naval Avionics SystemsNaval OperationsStructural Design, Fatigue & Structural Integrity of Navy FleetU.S. Marine Corps V-22 OspreyWeapons Design and Integration

JOINT SESSIONS

5th Generation Target Phase I Wind Tunnel ProgramMore Electric Aircraft

For the full conference program, including all paper titles, authors, and panel speakers,

visit www.aiaa.org/events/atio or www.aiaa.org/events/NAVY2011.

JOINT SESSION

Blended Wing Body Military Transport

Afternoon Sessions

ATIO, LTA AND BALLOONS Air Transport System AnalysisDetailed DesignMetroplexPropulsion ConceptsSurfaceTethered Aerosats Transformation Flight: Unmanned Air Vehicles


Aviation Flag PanelAviation History V: The Lighter-than-Air ExperienceF-14 Tomcat PanelF-18, EA/-18GInnovative Unmanned Aerial Vehicles for Navy and MilitaryMilitary Propulsion Systems II: High Speed Propulsion

11-0082

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Professional Development Short CoursesRegistration is now open for the following courses co-located with the AIAA/ASME/SAE/ASEE Joint Propulsion Conference in San Diego, California; and the AIAA Guidance, Navigation, and Control Conference (and co-located conferences) in Portland, Oregon.

4–5 August 2011 • San Diego, CA

A Practical Introduction to Preliminary Design of Air Breathing EnginesElectric Propulsion for Space SystemsHybrid Rocket PropulsionLiquid Propulsion Systems—Evolution and AdvancementsPressure Vessel Design Requirements and Verifi cation Guidelines

6–7 August 2011 • Portland, OR

Aircraft and Rotorcraft System Identifi cation: Engineering Methods and Hands-on Training using CIFER®

Aircraft Handling QualitiesMathematical Introduction to Integrated Navigation Systems with ApplicationsModeling Flight Dynamics with TensorsModern Missile GuidanceVision-Based Control for Autonomous Vehicles


42nd International Conference on Environmental Systems (ICES)

15–19 July 2012Hilton San Diego Resort and SpaSan Diego, California

Abstract Deadline: 15 November 2011

SynopsisThe 42nd International Conference on Environmental Systems

(ICES) will be held 15–19 July 2012 at the Hilton San Diego Resort and Spa, in San Diego, CA. The conference is organized by AIAA, and supported by the American Institute of Chemical Engineers (AIChE), the American Society of Mechanical Engineers (ASME), and the ICES International Committee (INT). The conference will cover the following topics related to humans living and working in hostile environments with applications inside or outside of terrestrial or outer space habitats or vehicles: aerospace human factors; environmental control and life-support system technology; environmental monitoring and controls; plan-etary protection; EVA system technology; life sciences; planetary habitats and systems; and thermal control systems technology for both manned and unmanned vehicles. The conference is open to participants from any nation, from academic, govern-ment, or industry organizations. There will be four days of techni-cal presentations, with approximately 50 sessions.

Abstract Submittal GuidelinesAuthors who wish to contribute a paper to the conference

must submit a 300-word abstract by 15 November 2011. Papers should present technical developments and progress in any of the fields of environmental systems listed in this Call for Papers and should make a new and original contribution to the state of the art, or be a constructive review of the technical field. Authors need not be affiliated with any of the cosponsoring societies. Papers proposed will be evaluated solely on the basis of their suitability for inclusion in the program. Please note that only written papers will be accepted, except for sessions indi-cated as panels.

Abstract Submittal ProceduresAbstract submissions will be accepted electronically through

the AIAA Web site at www.aiaa.org/events/ices. Once you have entered the conference Web site, on the right-hand side, click “Submit a Paper” and follow the instructions listed on the screen to follow. This Web site will be open for abstract submittal starting 1 August 2011. The deadline for receipt of draft manu-scripts and abstracts via electronic submission is 15 November 2011. Authors will be notified of paper acceptance via e-mail by 5 January 2012.

An Author’s Kit, containing detailed instructions and guide-lines for submitting papers to AIAA, will be made available to authors of accepted papers. Authors of accepted papers must provide a draft manuscript by 22 March 2012. Authors of accepted draft manuscripts must then provide a complete manuscript online to AIAA by 27 June 2012 for inclusion in the online proceedings and for the right to present at the confer-ence. It is the responsibility of those authors whose papers or presentations are accepted to ensure that a representative attends the conference to present the paper. Sponsor and/or employer approval of each paper is the responsibility of the author(s). Government review, if required, is the responsibility of the author(s). Authors should determine the extent of approval necessary early in the paper presentation process to preclude paper withdrawals or late submissions.

The electronic submission process is as follows:

1) Access the AIAA Web site at www.aiaa.org/events/ices. 2) On the right-hand side, click the “Submit Paper” button.3) To access the submission site, you must be logged in to

the AIAA Web site. a. If you already have an account with AIAA, enter your User

Name and Password in the “Login” box on the left-hand side and hit the arrow button.

b. If you do not have an account with AIAA, complete the steps for “Create Account”.

4) Once logged in, you will be provided an active link for “Begin a New Submission or View a Previous Draft/Submission”. Click the link to be directed to the Welcome page of the submission site.

5) Click the Submission tab at the top of the page to begin your submission.

6) Once selected, you will be provided with general informa-tion on the conference’s abstract submission requirements and policies. To begin the submission, click the “Create a New Submission” link on the left-hand side. Please Note: If you have previously visited the site and begun a draft submission, click the “View Submissions” link on the left-hand side to resume your submission.

STEP 1: Type or paste the title of your abstract into the Title field and the presenting author’s biography (if requested by the conference) into the Presenter Biography field. Upload your abstract file. Accepted file types are .pdf (preferred), .doc, and .docx. Scroll down to read through the Rules and Reminders section and check the box noting you agree. Click “Save & Continue” to proceed to the next step.

STEP 2: Select your Presentation Type, and the Topic Area, of your abstract. Click “Save & Continue” to proceed to the next step.

STEP 3: In this system, affiliations are added before author information. The information will be filled in for the person logged in to the site. Add additional author affiliations, if necessary, by clicking the “Add” button after each new affiliation. Click “Save & Continue” to proceed to the next step.

STEP 4: To create a list of co-authors for this submission, click the “Add Author” button and enter the required information. Click “Save” after entering each one and then associate each author with their respective affiliation by entering the appropriate refer-ence number from the drop-down boxes to the right of each name. When you have finished entering all authors YOU MUST put them in the order they should appear on the abstract and program. Use the drop-down boxes in the far left column of the list to do this. Failure to order the authors properly will result in them being incorrectly listed when the submission is published. After you have reordered the authors, click the “Save” button at the bottom of the list. Click “Save & Continue” to proceed to the next step.

STEP 5: Select at least one technical area that best repre-sents your work. While only one selection is required, you may list up to six for your submission. Click “Save & Continue” to pro-ceed to the next step.

STEP 6: If you have no errors or omissions in your abstract, a “Submit” button will appear at the end of the proof. If the Error Box appears, you must correct all errors before the abstract can be submitted. Once the errors have been resolved the “Submit” button will appear at the bottom. If you exit the system without submitting the abstract, it will be logged in the system as a draft and will appear in the “Draft” section of your “View Submissions” page when you reenter the system. After you submit the abstract, you will receive a confirmation e-mail.

Special Notes1) If authors wish to revise an abstract that has already been

submitted, they must go to “View Submissions” and select


restricted by the ITAR. U.S. nationals are likewise responsible for ensuring that they do not discuss ITAR export-restricted infor-mation with non-U.S. nationals in attendance.

Technical TopicsConference General Chair Dave Williams and Vice Chair

Andrew Jackson announce that the program committee will be accepting abstracts until 15 November 2011 for the following technical topics:

ICES101: SES—Spacecraft and Instrument Thermal Design, Testing, and Technology

This session presents thermal design, testing, and on-orbit performance of near-Earth and interplanetary unmanned/robotic spacecraft, instruments, and payloads, and the application of key new technologies.

(Organizers: Wes Ousley, NASA Goddard Space Flight Center, [email protected]; Joe Gasbarre, NASA Langley Research Center; Jose Rodriguez, NASA Jet Propulsion Laboratory; Dave Wasson, Orbital Sciences Corporation)

ICES102:SES—Thermal Control for Planetary Surface Missions and Systems

This session focuses on passive and active thermal control for planetary surface missions and systems such as Mars rovers,

“Return to Draft” to make any corrections. This removes the abstract from the organizers’ view. Authors then need to submit the abstract again for it to be considered. An abstract cannot be returned to draft if it has been reviewed.

2) Once the abstract submission deadline passes, authors will no longer be able to submit new submissions or return previ-ous submissions to draft for revisions. Be sure that all of your submission data—authors, keywords, title, and abstract file—are accurate before finalizing your submission as no modifications can be made to this data after the submission site closes.

Authors having trouble submitting abstracts electronically should contact ScholarOne Technical Support at [email protected], or at 434.964.4100 or (toll-free, U.S. only) 888.503.1050.

Questions pertaining to the abstract or technical topics should be referred to the corresponding Program Chair:

AIAA SES: Wes Ousley, NASA Goddard Space Flight Center, [email protected] ASME: Amy Ross, NASA Johnson Space Center, [email protected] AIAA LS&S: Grant Anderson, Paragon Space Development Corporation, [email protected] AIChE: Chang H. Son, The Boeing Company, chang.h.son@ boeing.comINT: Markus Huchler, EADS Astrium GmbH, markus.huchler@ astrium.eads.net

“No Paper No Podium” PolicyIf a written paper is not submitted by the final manuscript

deadline, authors will not be permitted to present the paper at the conference. It is the responsibility of those authors whose papers or presentations are accepted to ensure that a represen-tative attends the conference to present the paper. This policy is intended to improve the quality of the conference for attendees.

Publication PolicyAIAA will not consider for presentation or publication any

paper that has been or will be presented or published elsewhere. Authors will be required to sign a statement to this effect.

Final Manuscript GuidelinesAn Author’s Kit containing detailed instructions and guide-

lines for submitting papers will be made available to authors of accepted papers. Authors must submit their final manuscripts via the conference Web site no later than 27 June 2012.

Warning—Technology Transfer ConsiderationsProspective authors are reminded that technology transfer

guidelines have considerably extended the time required for review of abstracts and completed papers by U.S. government agencies. Internal (company) plus external (government) reviews can consume 16 weeks or more. Government review if required is the responsibility of the author. Authors should determine the extent of approval necessary early in the paper preparation pro-cess to preclude paper withdrawals and late submissions. The conference technical committee will assume that all abstracts papers and presentations are appropriately cleared.

International Traffic in Arms Regulations (ITAR)Speakers and attendees are reminded that some topics dis-

cussed in the conference could be controlled by the International Traffic in Arms Regulations (ITAR). U.S. nationals (U.S. citizens and permanent residents) are responsible for ensuring that technical data they present in open sessions to non-U.S. nation-als in attendance or in conference proceedings are not export

Organized by AIAA

Supported byAIAA Life Sciences and Systems Technical Committee

AIAA Space Environmental Systems Program CommitteeAmerican Institute of Chemical Engineers (AIChE)

Environmental Systems CommitteeAmerican Society of Mechanical Engineers (ASME) Crew

Systems Technical CommitteeICES International Committee (INT)

General ChairDavid Williams

NASA Johnson Space Center

Vice ChairW. Andrew Jackson

Texas Tech University

Steering CommitteeGrant Anderson

Paragon Space Development Corporation

Jeffery FarmerNASA Marshall Space Flight Center

Markus HuchlerEADS Astrium GmbH

Wes OusleyNASA Goddard Space Flight Center

Amy RossNASA Johnson Space Center

Chang H. SonThe Boeing Company

Wolfgang SupperEuropean Space Agency


algorithms, modeling, software tools, integration with other engi-neering disciplines, and data exchange.

(Organizers: Olivier Pin, European Space Agency, [email protected]; Brian Briggs, Orbital Sciences Corporation; Nick Teti, Hawk Institute for Space Sciences; Julian Thomas, ITP Engines UK)

ICES108: SES/INT—Advances in Thermal Control Technology

This session addresses novel or advanced technologies and development activities pertaining to heat acquisition, transport, rejection, and storage, as well as cryogenic cooling and thermal protection systems not specific to any existing or future scientific instruments, spacecraft, or planetary systems. Some examples include advanced insulation, “smart” optical coatings, nano-particle-based heat transfer enhancements, and multifunction thermal materials

(Organizers: Burkhard Behrens, Astrium Space Transportation, [email protected]; Richard Briet, CNES; Jeff Farmer, NASA Marshall Space Flight Center; Brian O’Connor, NASA Marshall Space Flight Center; Olivier Pin, European Space Agency; Ryan Stephan, NASA Johnson Space Center)

ICES109: SES—Space Structures for Exploration This session addresses the efficient use of in situ resources

as well as the application of reduced mass stowable/deployable structures to space and planetary exploration. Environmental robustness, effective storage, and the use/transformation of native resources will be considered as integral parts of these technologies, which range from materials and components to full-scale structures.

(Organizers: Paul McElroy, Touchstone Research Laboratory, [email protected]; Rick Helms, NASA Jet Propulsion Laboratory)

ICES110: SES—Thermal and Environmental Control of Commercial Spacecraft

This session focuses on the thermal and environmental con-trol aspects of commercial venture, crewed, or robotic spacecraft and systems.

(Organizers: Nick Teti, Hawk Institute for Space Sciences, [email protected]; Brian Briggs, Orbital Sciences Corporation)

ICES111: SES—Thermal Standards and Design/Development Practices

This session focuses on current and future efforts and needs for development of spacecraft thermal control standards and reference documents dealing with such areas as design, analysis, testing, equipment, specifications, and processes. These standards might be dedicated to a specific company or applicable to entire programs like Constellation or agencies like NASA.

(Organizers: Eric Grob, NASA Goddard Space Flight Center, [email protected]; Joe Gasbarre, NASA Langley Research Center)

ICES200: INT—Physico-Chemical Processes: Air and WaterThis session covers technology studies, design, development,

manufacturing, integration, testing and operations experience in the areas of water regeneration and treatment, air renewal and cleaning, human waste recycling, energy storage and trans-formation, and in situ resource utilization, which apply physico-chemical processes.

(Organizers: Cesare Lobascio, Thales Alenia Space Italia S.p.a., [email protected]; L. Bobe, Niichimmash; W. Raatschen, EADS Atrium GmbH)

comet rendezvous systems, surface mapping and science instru-ments and systems, and in situ resource mapping and processing.

(Organizers: Gaj Birur, NASA Jet Propulsion Laboratory, [email protected]; Paul McElroy, Touchstone Research Laboratory)

ICES103:SES/INT—Thermal and Environmental Control of Exploration Vehicles and Surface Transport Systems

This session covers environmental control, thermal control (pas-sive and active) and thermal protection topics for vehicles used to transport crew and cargo to/from the moon, Mars, and asteroids, with emphasis on landers and surface crew transport vehicle sys-tems. Papers on related systems within the U.S. and international programs are welcome. Potential topics include encountered space environment, thermal and environmental control and life support requirements, design, analysis, verification, and testing.

(Organizers: Gualtiero Brambati, Thales Alenia Space, [email protected]; Tom Leimkuehler, Paragon Space Development Corporation, [email protected]; Burkhard Behrens, Astrium Space Transportation; Joe Chambliss, NASA Johnson Space Center; Jose Roman, NASA Marshall Space Flight Center; Ryan Stephan, NASA Johnson Space Center)

ICES104: SES/INT—On-Orbit Operations and Logistics of Thermal and Environmental Control Subsystems

This session focuses on operations and logistics aspects of thermal and environmental control subsystems for on-orbit spacecraft.

(Organizers: Zoltan Szigetvari, Astrium Space Transportation, [email protected]; Andrea Ferrero, Thales Alenia Space)

ICES105:SES/INT—Thermal and Environmental Control and System Integration for Surface Habitats

This session focuses on passive and active thermal con-trol and life support for surface habitats, including the system engineering that integrates those functions with rovers, EVA systems, and surface utilities. Other potential topics include the transition from exploration to habitation, base heat rejection, dust mitigation, extreme long-duration environment characterization, and advanced technologies to address habitat functionality.

(Organizers: Darius Nikanpour, Canadian Space Agency, [email protected]; Joe Chambliss, NASA Johnson Space Center, [email protected])

ICES106: SES/INT—Space Station and Manned Orbiting Infrastructures Thermal Control

This session addresses thermal control on board the current Space Station and future long-term, manned (or man-tended) orbiting habitats, platforms, laboratories, and small-scale proto-types. Topics range from system and component issues with the space station thermal control systems to thermal aspects of pay-loads and experiments that utilize the station as a science plat-form or as a test bed for future exploration applications, including advanced thermal control solutions and/or techniques.

(Organizers: Andrea Ferrero, Thales Alenia Space, [email protected]; Gary Adamson, Hamilton Sundstrand; Gualtiero Brambati, Thales Alenia Space; Jon Holladay, NASA Marshall Space Flight Center; Zoltan Szigetvari, Astrium Space Transportation; Dale Winton, Honeywell International)

ICES107: SES/INT—Thermal and Environmental Control Engineering Analysis and Software

This session addresses thermal and environmental control engineering analysis, including associated analysis methods,


ler technology; control theory and application; autonomous con-trol; integrated system control; control software; and modeling, simulation, and emulation for control development.

(Organizers: David Kortenkamp, TRACLabs Inc., [email protected]; Chang H. Son, The Boeing Company)

ICES302: AIChE—Physio-Chemical Life Support Process Development

This session addresses research issues and development of physiochemical technology for the Air Revitalization System (ARS), Water Recovery System (WRS), Waste Management System (WMS), and integration of these systems for space vehi-cles and planetary habitats. Reports on performance of technolo-gies for processing air, water, and solid wastes, on cross-cutting technologies demonstrating the integration of the systems together with reduction of mission costs, and on performance of hardware in microgravity conditions are also presented.

(Organizers: K. Wignarajah, NASA Ames Research Center, [email protected]; John Fisher, NASA Ames Research Center; Mike Flynn, NASA Ames Research Center; John Hogan, NASA Ames Research Center; Mark Kliss, NASA Ames Research Center)

ICES303: AIChE—Planetary Protection and AstrobiologyThis session addresses advances in technology development

designed to enable more effective implementation of planetary protection requirements by outbound and sample return inter-planetary missions; and efforts relating to the development of small astrobiology payloads for space flights of opportunity.

(Organizers: Perry Stabekis, Genex Systems, [email protected]; Tim Nalette, Hamilton Sunstrand)

ICES304: AIChE—Development for Space Missions and Terrestrial Applications

This session focuses on NASA-derived technologies that have terrestrial applications toward air purification, water treatment, and solid waste management. Papers should clearly demon-strate the original NASA application and conclude with the modi-fications taken to transform the original technology for terrestrial applications. In addition, papers should cover the terrestrial market, bench-scale, and pilot/full-scale data if available. Papers that discuss the development of terrestrial applications that have potential for NASA applications are also solicited.

(Organizers: David Mazyck, University of Florida, [email protected]; Kristen Riley, University of Florida)

ICES305: AIChE—In situ Resource UtilizationThis session addresses research and development issues in

utilization of in situ lunar, planetary, and asteroidal resources to produce consumables and propellants for future human or robot-ic space missions. Presentations will include, but are not limited to, hardware development and testing, system integration, trade studies, process simulations, and ISRU reliability and safety.

(Organizers: Tim Nalette, Hamilton Sunstrand, [email protected]; Jean Hunter, Cornell University)

ICES306: AIChE/ASME—Environmental and Thermal Control for Commercial Crewed and Cargo Transport Spacecraft

This session seeks papers that describe the environmental control and thermal control systems and subsystems being developed for commercial suborbital and orbital crewed space-craft and commercial cargo transport vehicles, the differences in driving requirements for these commercial vehicles as compared to traditional governmental spacecraft, and reliable but cost-efficient design solutions.

(Organizers: Barry Finger, Paragon Space Development Corporation, [email protected]; Chang H. Son, The Boeing Company; David Williams, NASA Johnson Space Center)

ICES201: INT—Two-Phase Thermal Control TechnologyThis session presents the latest developments and innova-

tions of two-phase heat transport systems, modelling techniques, and on-orbit performances for space applications. It covers all variants of heat pipe technologies, capillary pumped loops, and loop heat pipes.

(Organizers: Darius Nikanpour, Canadian Space Agency, [email protected]; R. Schlitt, OHB System AG; T. Kaya, Carleton University; A. Torres, IberEspacio S.A.)

ICES202: INT—Satellite, Payload, and Instrument Thermal Control

This session covers the development and design of thermal control systems for satellites, payloads, and instruments.

(Organizers: Nico Pennings, European Space Agency, [email protected]; P. Hugonnot, Thales Alenia Space; M. Molina, Carlo Gavazzi Space; H. Ogawa, Institute of Space and Astronautical Science)

ICES203: INT—Thermal Testing The thermal testing session focuses on all aspects of thermal

tests, test methods, test correlation, and test facilities. Tests for all kinds of spacecraft, instruments, equipment, and materi-als are of interest. Special attention is given to sharing lessons learned from thermal test and test analysis and correlation activi-ties, and also to innovative test methods, set-ups, and approach-es to testing and verification of the hardware and of the analysis.

(Organizers: Gerd Jahn, EADS Astrium GmbH, [email protected]; S. Price, EADS Astrium GmbH; H. Mizuno, JAXA)

ICES204: INT/AIAA—Bioregenerative Life Support This session focuses on the design and development of

ground-based facilities and experiments, and flight hardware designs and experiments associated with integrated systems that incorporate biological, physical, and chemical processors.

(Organizers: Mark Kliss, NASA Ames Research Center, [email protected]; M. Sakurai, JAXA; C. Lobascio, Thales Alenia Space Italia S.p.a.)

ICES205: INT/AIChE—Advanced Life Support Sensor and Control Technology

This session includes papers describing approaches to moni-toring water and air in enclosed habitats, thermal control of habitats, chemical sensors and sensing devices for detection of chemical constituents in water and air, and systems and system concepts for environmental monitoring and control.

(Organizers: Timo Stuffler, Kayser-Threde GmbH, [email protected]; Abhijit V. Shevade, NASA Jet Propulsion Laboratory; Darrell L. Jan, NASA Jet Propulsion Laboratory; Margaret Amy Ryan, NASA Jet Propulsion Laboratory)

ICES300: AIChE—ECLSS and Thermal Modeling and Test This session reports on applications of and advances in mod-

eling physiochemical and biochemical life support processes, as well as in numerical modeling of atmospheric pressure, cabin ventilation, and composition distributions in closed space habi-tats, such as the International Space Station, the deep explora-tion spacecraft, the lunar habitat, and commercial crewed and cargo space transport vehicles.

(Organizers: Chang H. Son, The Boeing Company, [email protected]; Nikolay Ivanov, Saint Petersburg State Polytechnic University, Russia; Brian Dunaway, The Boeing Company)

ICES301: AIChE—Advanced Life Support Systems Control The Advanced Life Support Systems Control session reports

on advanced life support system control topics, such as control-


ICES406: ASME—Human/Robotics System IntegrationThis session addresses the design and development of robot-

ics for space exploration and how these robotic systems will work together with humans.

(Organizer: Loel Goldblatt, Hamilton Sundstrand, [email protected])

ICES407: ASME/AIChE—Spacecraft Water/Air Quality: Maintenance and Monitoring

This session addresses recent developments in spacecraft air and water quality monitoring technology.

(Organizers: John Schultz, Wyle Laboratories, [email protected]; Darrell Jan, NASA Jet Propulsion Laboratory; John Straub, Wyle Laboratories)

ICES408: ASME—Regenerable Life Support Processes and Systems

This session addresses recent developments of regenerable life support processes and systems for spacecraft.

(Organizers: Loel Goldblatt, Hamilton Sundstrand, [email protected]; Frederick D. Smith, NASA Johnson Space Center; Tim Nalette, Hamilton Sundstrand; Morgan Abney, NASA Marshall Space Flight Center)

ICES409: ASME—Airliner Cabin Air: Monitoring, Control, and Environmental Health Issues

This session addresses recent developments in airliner cabin air monitoring, control, and environmental health issues.

(Organizers: Ruel Overfelt, Auburn University, [email protected]; David R. Space, The Boeing Company)

ICES500: AIAA—Life Science/Life Support Research Technologies

This session emphasizes research technologies to support astrobiology, habitation and life support system design. Life sciences-related hardware developments, experiment designs, and flight experiment results for manned spaceflight, unmanned systems such as free flying platforms and planetary spacecraft, and terrestrial analogs will be presented.

(Organizer: Bob Morrow, Orbital Technologies Corporation (ORBITEC), [email protected])

ICES501: AIAA—Life Support Systems Engineering and Analysis

This session addresses life support for future crewed space missions, including defining systems architecture and selecting technology options. Life support systems engineering and analy-sis should help guide overall design and selection, development, and integration of technologies to produce complete systems.

(Organizers: Harry Jones, NASA Ames Research Center, [email protected]; John Hogan, NASA Ames Research Center)

ICES502: AIAA—Space ArchitectureThis session focuses on the application of architectural princi-

ples to the design of facilities beyond Earth, to provide for comfort-able lodging, productive work, and enjoyment of life, in full recogni-tion of the technical challenges presented by the environment.

(Organizer: Jackelynne Silva, Lockheed Martin Corporation, [email protected])

ICES503: AIAA—Radiation Issues for Space FlightThis session addresses major issues in space radiation and

analysis, tools, and research that are being developed and applied to support the space exploration initiative to insure astro-naut radiation protection and safety.

(Organizers: Bill Atwell, The Boeing Company, [email protected]; Lawrence Townsend, University of Tennessee)

ICES307: AIChE/AIAA—CEV ECLSS and Thermal ControlThis session addresses Crew Exploration Vehicle current con-

figuration and status.(John Lewis, NASA Johnson Space Center, john.f.lewis@

nasa.gov; Grant Anderson, Paragon Space Development Corporation; Tim Nalette, Hamilton Sunstrand)

ICES308: AIChE—Education and OutreachThe Education and Outreach session features papers that link

human activities in space with human activities on Earth. The session provides educators the opportunity to share experiences and present the most recent methodologies for linking students and the general public to human exploration of space.

(Organizers: Jean Hunter, Cornell University, [email protected]; Dean Muirhead, Barrios Technology; Richard Alba, Enterprise Advisory Services, Inc.)

ICES400: ASME—Extravehicular Activity: Space SuitsThis session covers topics related to space suit pressure

garments. It includes advanced development work, as well as ongoing efforts toward the Constellation Program flight space suit design.

(Organizers: Lindsay T. Aitchison, NASA Johnson Space Center, [email protected]; Amy Ross, NASA Johnson Space Center)

ICES401: ASME/AIAA—Extravehicular Activity: SystemsThis session includes topics describing aspects of EVA sys-

tems, technologies, and studies that envision the space suit as a system. Concepts and testing of advanced space suit systems are also included.

(Organizers: David Klaus, University of Colorado at Boulder, [email protected]; Robert Trevino, NASA Johnson Space Center)

ICES402: ASME—Extravehicular Activity: PLSS SystemsThis session covers topics describing design studies and new

technology development or significant experience and lessons learned with existing systems in the area of portable life support systems and associated support hardware. Also, this session will deal with emerging technology and concepts relating to Orion or other Constellation systems.

(Organizers: Edward W. Hodgson, Hamilton Sunstrand, [email protected]; Bruce Webbon, NASA Ames Research Center)

ICES403: ASME—Extravehicular Activity: OperationsThis session addresses EVA operational activities associated

with the Space Shuttle, the International Space Station, and future human spacecraft. Lessons learned on the logistics, main-tenance, and conduct of EVA operations that may apply to the future of EVA are also of interest.

(Organizer: Bill West, Hamilton Sundstrand, [email protected])

ICES404: ASME—International Space Station ECLS: SystemsThis session addresses ECLS System issues and lessons

learned from the International Space Station.(Organizers: Gregory Gentry, The Boeing Company,

[email protected]; David Williams, NASA Johnson Space Center; Richard Reysa, GeoLogics Corporation)

ICES405: ASME—International Space Station ECLS: Air and Water Systems

This session addresses ECLS water and air issues and les-sons learned from the International Space Station.

(Organizers: Gregory Gentry, The Boeing Company, [email protected]; David Williams, NASA Johnson Space Center; Richard Reysa, GeoLogics, Corporation)


humans to destinations beyond LEO including geosynchronous orbit, libration points, the moon, near-Earth objects (comets and asteroids), Mars, and its moons. Relevant subjects include mission requirements, concepts and architectures, technology development needs, challenges and gaps, and candidate system designs. Special attention will be given to Environmental Control and Life Support Systems (ECLSS), habitability, unique environ-mental considerations, and architectures.

(Organizers: Dan Barta, NASA Johnson Space Center, [email protected]; James Chartres, Carnegie Mellon)

ICES507: AIAA—Human Factors for Space Missions Ground and Flight Operations

This session presents human factors topics applicable to space missions with special emphasis on ground assembly, deployment, logistics, maintenance, and operations for both Earth-bound preflight as well as extraterrestrial planetary mis-sions. Topics may include (but are not limited to) procedures, tools, human-automation interaction, remote operation, team performance, design assessment techniques, translating test results into design, temporary structures for preflight ground assembly, and training. The session will include papers reporting research as well as descriptions of design, methods, tools, and lessons learned or past successes.

(Organizer: Jennifer Blume, Raytheon, [email protected])

ICES504: AIAA—Management of Air Quality in Sealed Environments

This session enables experts who manage submarine, space-craft, and airliner air quality to share new research findings on the control of air pollutants in these sealed or semi-sealed envi-ronments to include air quality standards, hazards associated with specific compounds, and monitoring of those compounds to protect the health of crew and passengers.

(Organizers: John James, NASA Johnson Space Center, [email protected]; Thomas Limero, Wyle Laboratories)

ICES505: AIAA/ASME—Microbial Factors Applied to DesignThis session focuses on the dynamic effects of microorgan-

isms on materials and systems to minimize hardware perfor-mance issues.

(Organizers: Monserrate Roman, NASA Marshall Space Flight Center, [email protected]; Rebekah Jean Bruce, Wyle Laboratories; Letty Vega, Jacobs Technology)

ICES506: AIAA—Human Exploration Beyond Low Earth Orbit: Missions and Technologies

There are many potential destinations for human explora-tion beyond Low Earth Orbit (LEO), each with specific mission requirements, capabilities, and other attributes that may be common or unique. This session addresses mission designs, technology needs, vehicle systems, and analyses for sending

Registration is now open for the following courses co-located with the AIAA Aviation Technology, Integration, and Operations (ATIO) Conference (and co-located conferences) in Virginia Beach, Virginia; and the AIAA SPACE 2011 Conference & Exposition in Long Beach, California.

18–19 September 2011 • Virginia Beach, VAMissile Design and System Engineering

19 September 2011 • Virginia Beach, VAFundamentals of Lighter-Than-Air Systems

25–26 September 2011 • Long Beach, CAThe Space Environment: Implications for Spacecraft DesignIntroduction to Space SystemsSystems Engineering Verifi cation and Validation


www.aiaa.org/courses

Professional Development Short Courses

11-0079

www.aiaa.org


ting. Posters are ideal for presenting speculative or late-breaking results, or for giving an introduction to interesting, innovative work. Posters are intended to provide students and ICES partici-pants with the ability to connect with one another and discuss the work presented. Each poster will be judged on both the format of the poster and the student’s ability to convey the poster content to the judges. Each participating student will receive a ticket to Wednesday night’s banquet. University/college students are invit-ed to submit abstracts on their proposed poster by 20 June 2012 per the abstract submittal procedures described below.

The student’s abstract and poster should be pertinent to ICES; that is, they should follow the same theme of the general conference, focusing on humans living and working in hostile environments with applications inside or outside of terrestrial or outer space habitats or vehicles. Abstracts of approximately 300 words must include poster title, author name(s), mailing and e-mail addresses, phone and fax numbers, and university or college. The first author and the presenting author of the poster must be students. Abstracts must not be more than one page in length and must be double-spaced. Adherence to this format is required. Abstracts that do not adhere to this format will be rejected. Poster abstracts should be e-mailed as an attachment to Andrew Jackson by 20 June 2012. For questions on the student poster competition, please contact Andrew Jackson at [email protected].

48th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and ExhibitFuture Propulsion: Innovative, Affordable, Sustainableand10th International Energy Conversion Engineering Conference (IECEC)

30 July–1 August 2012Hyatt Regency Atlanta Convention CenterAtlanta, Georgia

Abstract Deadline: 21 November 2011

Abstract and Manuscript Submission Guidelines

Procedures for Abstract and Manuscript SubmittalAbstract submissions for the JPC or IECEC conferences will

be accepted electronically through AIAA’s Web site at www.aiaa.org/events/jpc or www.aiaa.org/events/iecec, respec-tively. Abstracts must be submitted no later than 21 November 2011. Authors will be notified of paper acceptance via e-mail by 23 February 2012. An Author’s Kit, containing detailed instruc-tions and guidelines for submitting papers to AIAA, will be made available to authors of accepted papers. Authors of accepted papers must provide a complete manuscript online to AIAA by 16 July 2012 for inclusion in the online proceedings and for the right to present at the conference. It is the responsibility of those authors whose papers or presentations are accepted to ensure that a representative attends the conference to present the paper. Sponsor and/or employer approval of each paper is the responsibility of the author. Government review, if required, is the responsibility of the author(s). Authors should determine the extent of approval necessary early in the paper presentation process to preclude paper withdrawals or late submissions.


1) Access the AIAA Web site at www.aiaa.org/events/jpc or www.aiaa.org/events/iecec, respectively.

ICES508: AIAA—Mars and BeyondThis session is dedicated to general matters concerning Mars:

the environment and surroundings encountered on the planet; vehicles and vehicle behavior; problems and solutions found to sustain this particular environment; and various Mars-related technologies.

(Organizers: Marie-Christine Desjean, CNES, [email protected]; Andrew Jackson, Texas Tech University)

ICES509: AIAA—Fire Safety in Spacecraft and Enclosed Habitats

This session covers all aspects of fire safety in closed environments including prevention, detection, and suppres-sion. Relevant subjects include material controls for fire preven-tion; fire suppression; fire detection; fire signatures and toxicity; post-fire cleanup; risk assessment; material selection; fire-related combustion research; lessons learned and design status of cur-rent systems; and life support and control system designs to enable fire detection and suppression. Applicable environments include EVA suits; past, present, and future space transportation vehicles; different gravitational levels; extraterrestrial habitats; aircraft; ships; and submarines.

(Organizers: David Urban, NASA Glenn Research Center, [email protected]; James Russell, Lockheed Martin Corporation; Gary A. Ruff, NASA Glenn Research Center)

ICES510: AIAA—Lunar and Martian Dust Properties and Mitigation Technologies

This session focuses on the properties and mitigation tech-nologies for lunar and Martian dust. The effects of dust will pose significant challenges to space operations for crewed and robotic missions. Papers are solicited on mitigation strategies for life support systems and dust encountered in planetary surface envi-ronments. Mitigation strategies may involve cleaning and repel-ling approaches for the protection and nominal performance of susceptible hardware, and the capture and filtration of airborne lunar dust that may enter the pressurized volumes of spacecrafts and habitats. Measurements of lunar and/or Martian dust proper-ties that provide engineering data for the development of miti-gation technologies are also of interest. This session will bring together government, industrial, and academic participants in the space research and technology development community to pres-ent their ideas and concepts on this focused topic.

(Organizers: Juan H. Agui, NASA Glenn Research Center, [email protected]; Mark Hyatt, NASA Glenn Research Center)

ICES511: AIAA—Mission Assurance and Reliability Techniques for Environmental Systems

This session covers testing and analysis for system reliability and maintainability. Relevant subjects include verification and validation, risk assessment, accelerated life testing and aging, environmental screening, and qualification testing. Special atten-tion is given to failure modes and mechanisms associated with electronic devices, mechanical assemblies, chemical processing, and biological systems.

(Organizers: Todd H. Treichel, Orbital Technologies Corporation (ORBITEC), [email protected]; Greg Davis, NASA Jet Propulsion Laboratory)

ICES600—OtherIf you are not sure of the best placement for your abstract,

please submit to ICES600.

Student Poster CompetitionThe ICES poster session is a program targeted to stimulate

the participation of students and provide an excellent forum for students to present their work in an informal and interactive set-



submitted, they must go to “View Submissions” and select “Return to Draft” to make any corrections. This removes the abstract from the organizers’ view. Authors then need to submit the abstract again for it to be considered. An abstract cannot be returned to draft if it has been reviewed.


Authors having trouble submitting abstracts electronically should contact ScholarOne Technical Support at [email protected], or at 434.964.4100 or (toll-free, U.S. only) 888.503.1050. Questions about the manual abstract submission or full draft manuscript themselves should be referred to the appropriate Technical Chair.

The Joint Propulsion Conference and the International Energy Conversion Engineering Conference are unclassified confer-ences. All abstracts and papers by U.S. persons (U.S. citizens or permanent residents who are not explicitly acting as agents of a non-U.S. entity) must be approved through the ITAR, and in many cases other (e.g., corporate) approval processes. Authors are encouraged to contact their company’s ITAR and intellectual property point of contact to start the approval process early, thus ensuring timely approval and submittal of the paper.

JPC General Submission GuidelinesAbstracts are to be submitted subject to the following general

rules:

• An abstract of at least 1,000 words is recommended, with key figures and references to pertinent publication in the existing lit-erature; contact session organizers for specifics. Authors must clearly identify new or significant aspects of their work in the abstract. Abstracts must be received by 21 November 2011.

• The abstract should include key figures that illustrate the primary intent of the author’s message. Dummy figures are acceptable if final data are not available, provided that final data will be submitted with the manuscript. The review and acceptance process will be weighted in favor of authors who submit more relevant documentation of their proposed papers.

• The abstract should not be submitted to more than one tech-nical area. If an author is unsure which area is most appro-priate, it is the author’s responsibility to communicate with the technical program organizers in question well before the abstract submission deadline to determine to which area the abstract should be submitted. There is too little time in the review process for an abstract rejected by one technical pro-gram chair to be forwarded for review by another.

• Early submissions are encouraged to permit review and dis-cussion of the abstracts among the technical program orga-nizers, by the technical session chairs, and, if appropriate, with potential authors before final selections for the program are made. Abstracts submitted after 21 November 2011 may be subject to rejection without review.

• Authors will be notified of paper acceptance on or about 23 February 2012. An author’s kit, containing detailed instruc-tions and guidelines for submitting papers to AIAA, will be made available to authors of accepted papers.

• As abstracts may be reviewed by non-U.S. persons, if required they should undergo ITAR review.

• Additional guidelines and exceptions to the aforementioned guidelines (except for deadlines) can be made at the discre-tion of the technical chair.

2) On the right-hand side, click the “Submit Paper” button.3) To access the submission site, you must be logged in to





5) Click the Submission tab at the top of the page to begin your submission. Select the appropriate conference to submit to on the following page.








Conferences sponsored by ATK.


industry members to bring their best and most innovative prod-ucts, systems, and services to the JPC 2012 Exhibit for broad exposure of air-breathing, liquid, solid, nuclear, electric, and other forms of propulsion for aerospace. Also invited to exhibit are those companies involved in engine systems, environmental control systems, ground support equipment, software, testing, analysis, research and development, management, propellant tanks, thermal products, noise and vibration, and simulation components of propulsion technology. For more information about the exhibition, please contact Fernanda Swan at [email protected] or 703.264.7622.

Sponsorship OpportunitiesFor information regarding Sponsorship Opportunities, contact

Cecilia Capece, AIAA Sponsorship Program Manager at [email protected] or 703.264.7570.

48TH AIAA/ASME/SAE/ASEE JOINT PROPULSION CONFERENCE AND EXHIBIT

Future Propulsion: Innovative, Affordable, Sustainable AIAA, ASME, SAE, ASEE, and their industry partners proudly

invite you to Atlanta, GA, for the 48th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit (JPC), 30 July–1 August 2012. The design of our next-generation flight and space systems will be dependent more than ever on innovative tech-nologies providing high performance, increasingly efficient, sus-tainable, reliable, and affordable propulsion systems. Our ability to design, test, and fly new aircraft and spacecraft propulsion technologies will have far-reaching impacts on the revolutionary roles these complex systems play in our everyday lives.

Come to Atlanta and be part of the exciting future of the aerospace propulsion industry. The objective for JPC 2012 is to identify and highlight how innovative aerospace propulsion technologies powering both new and evolving systems are being designed, tested, and flown. Flight applications include next-gen-eration commercial aircraft, regional and business jets, military applications, supersonic/hypersonic high-speed propulsion appli-cations, commercial and government-sponsored launch systems, orbital insertion, satellite, and interstellar propulsion. Special panel sessions to be announced will focus on advanced system applications that can be used to showcase propulsion systems and components, and the technologies that enable them. For more information, or to offer suggestions, please contact any of the organizers listed in this Call for Papers.

AIR-BREATHING PROPULSION, COMBINED CYCLE SYSTEMS, AND COMPONENTS

Air-Breathing Propulsion Systems Integration Sessions

Air-Breathing Propulsion Systems Integration OrganizerMichelle L. McMillanSynGenics Corporation5190 Olentangy River Rd.Delaware, OH 43015314.324.4482E-mail: [email protected]

Papers are solicited in all aspects of air-breathing propul-sion systems integration including: a) installed performance and controls; b) propulsion aerodynamics; c) inlet and nozzle tech-nologies; d) power and thermal management; and e) propulsion system/air vehicle interface and certification.

The sessions are jointly sponsored by the AIAA Air-Breathing Propulsion Systems Integration Technical Committee, the SAE Aircraft Propulsion Committee and Turbomachinery Committee,

IECEC General Submission GuidelinesAbstracts are to be submitted subject to the following general

rules:

• An abstract of at least 500 words is recommended; contact session organizers for specifics. Authors must clearly iden-tify new or significant aspects of their work in the abstract. Abstracts must be received by 21 November 2011.

• The review and acceptance process will be weighted in favor of authors who submit more relevant documentation of their proposed papers.

• The abstract should not be submitted to more than one tech-nical area. If an author is unsure which area is most appro-priate, it is the author’s responsibility to communicate with the technical program organizers in question well before the abstract submission deadline to determine to which area the abstract should be submitted. There is too little time in the review process for an abstract rejected by one technical pro-gram chair to be forwarded for review by another.

• Early submissions are encouraged to permit review and dis-cussion of the abstracts among the technical program orga-nizers, by the technical session chairs, and, if appropriate, with potential authors before final selections for the program are made. Abstracts submitted after 21 November 2011 may be subject to rejection without review.

• Authors will be notified of paper acceptance on or about 23 February 2012. An author’s kit, containing detailed instruc-tions and guidelines for submitting papers to AIAA, will be made available to authors of accepted papers.

• As abstracts may be reviewed by non-U.S. persons, if required they should undergo ITAR review.

• Additional guidelines and exceptions to the aforementioned guidelines (except for deadlines) can be made at the discre-tion of the technical chair.

• IECEC will require a full manuscript to be submitted on or about 16 May 2012. Notice of full paper acceptance will be sent to authors on or about 8 June 2012. Final paper shall be submitted by 18 July 2012.


paper that has been previously presented or published or is currently under consideration for publication elsewhere. Authors will be required to sign a statement to this effect. Final manu-scripts are due at AIAA by 16 July 2012. A general “no paper, no podium” and “no podium, no paper” policy will be in effect for contributed and invited papers (see immediately below). The length of the paper should be appropriate for a confer-ence paper—not a major project, final report, or final thesis. Videotaped presentations will not be allowed. Submittal of an abstract is interpreted as an intention to attend the conference and to present the final paper.

“No Paper, No Podium” and “No Podium, No Paper” Policy No Paper, No Podium—If a written paper is not submitted by

the final manuscript deadline, authors will not be permitted to present the paper at the conference. Final manuscripts are due at AIAA by 16 July 2012. It is the responsibility of those authors whose papers are accepted to ensure that a representative attends the conference to present the paper.

No Podium, No Paper—If an author does not give their sched-uled presentation, the paper will be removed from the confer-ence proceedings and list of published papers.

Exhibit OpportunitiesThe 48th AIAA/ASME/SAE/ASEE Joint Propulsion

Conference and Exhibit will feature an impressive exhibit show-casing leading industry products and services. We encourage


• Supersonic compression systems: flowpath and mechanical design

• Induction system contribution to drag and other aerodynamic forces and pitching moments

• Boundary layer effects, control, and management • Flow control, including scaling effects• Inlet/engine operability• System-level performance• Aerodynamic effects of propulsion system integration• Nacelle/wing interaction• Jet effects and thrust vectoring• Area control• Thrust reversers• Real-world operation environmental issues (corrosion, icing,

sand, rain, bird strike, etc.)• Acoustics and acoustic treatments• Inlet and nozzle effects on sonic boom• STOVL concepts and integration• Survivability

and the ASME Propulsion Technical Committee. Please submit abstracts in one of the four organizational areas below (refer to the details or contact the above organizer for more information):

• Aerodynamic Performance• Systems Integration• Propellers/Pistons/Turboprops• Requirements Verification, Certification, and Testing

The aerodynamic performance organizational area includes the development and integration of aircraft inlets, nozzles, and exhaust systems. Emphasis is given to computational results, experimental results and comparisons of computational and experimental results (including sub-scale and flight components), component optimization, and inlet and exhaust system design techniques at speeds ranging from subsonic through hypersonic. Areas of interest include:

• Subsonic intake and diffuser flow physics, including boundary layer ingesting inlets

ASEE Technical Program ChairRobert A. Frederick Jr.

UAH Propulsion Research CenterUniversity of Alabama in Huntsville5000 Technology Drive, TH S226

Huntsville, AL 35899256.824.7200

E-mail: [email protected]

JPC ORGANIZING COMMITTEE

Executive Chair (Government)D. Bobby Braun

NASA Chief TechnologistNASA Headquarters

300 E St. SWWashington, DC 20546

Executive Chair (Industry)Bart Olson

Vice President, Business DevelopmentATK Missile Products Group

1501 South ClintonBaltimore, MD 21224

General Chair (Industry)Gary Flinchbaugh

VP ProgramsATK Propulsion and Controls

210 State Rt. 956Rocket Center, WV 26726

304.726.7961E-mail: [email protected]

General Chair (Government)Frank Bauer

Chief Engineer, Exploration Mission Systems DirectorateNASA Headquarters

300 E St. SWWashington, DC 20546


Technical ChairDavid McGrath

ATK Propulsion and Controls55 Thiokol Rd.

Elkton, MD 21921410.392.1716


Deputy Technical ChairGerard E. Welch

NASA Glenn Research Center21000 Brookpark Road, mail stop 5-10

Cleveland, OH 44135216.433.8003


Academic ChairVigor Yang

School of Aeronautical EngineeringGeorgia Institute of Technology313 Montgomery Knight Bldg.

Atlanta, GA 30332404.894.3002


Exhibits ChairGeraldine Kimball

Pratt & Whitney Rocketdyne 6633 Canoga Ave. RLA-07Canoga Park, CA 91309


ASME Technical Program ChairJohn W. Robinson

The Boeing CompanyP.O. Box 3829

Seal Beach, CA 97040714.896.1292


SAE Technical Program ChairRamon Chase

ANSER, Suite 8002900 South Quincy Street

Arlington, VA 22202703.416.3290



The systems integration organizational area includes:

• System-level assessments of integrated propulsion concepts, including distributed propulsion

• Propulsion system structural integration • Integrated flight/propulsion control, hardware/software

integration• Power/thermal management—integrated propulsion/power/

thermal architecture, all electric architectures, power/fluid systems integration, environmental control system integration, thermal management systems

• Engine physical integration—performance-based specification development, interface control and associated contractor/sup-plier management

• Propulsion operations—reliability and maintainability, field sup-port, removal and installation, and overhaul and maintenance

• Emerging propulsion-system technologies including hydrogen fuel cell and battery electric propulsion

The propellers, pistons, and turboprops organizational area addresses all aspects of air-breathing propulsion system integra-tion with emphasis on those issues particular to propeller-driven systems.

The requirements verification, certification, and testing orga-nizational area addresses all aspects of air-breathing propulsion integration certification and testing including FAA compliance and regulations.

Gas-Turbine Engine Sessions

Gas Turbine Engine OrganizerGerard E. WelchNASA Glenn Research Center21000 Brookpark Road, mail stop 5-10Cleveland, OH 44135216.433.8003E-mail: [email protected]

Papers are solicited in all areas related to the science and technology of gas turbine engines, internal combustion engines, and associated engine components, for air vehicle applica-tions in the subsonic and transonic flight regimes. The ses-sions are jointly sponsored by the AIAA Gas Turbine Engine Technical Committee, the SAE Aircraft Propulsion Committee and Turbomachinery Committee, and the ASME Propulsion Technical Committee. Please contact the above organizer for more information.

Topics of interest for the GTE sessions include, but are not limited to, the following:

• Research and technology development efforts related to inlets, nozzles, and engine components—props, fans, com-pressors, combustors, turbines, augmentors, controls, heat exchangers, transmissions, shafting, bearings, and seals—and their interaction

• Methods/tools for preliminary and detailed design, manufac-turing, inspection, and assembly

• Advanced materials • Engine or component test techniques, advanced instrumenta-

tion/sensors, diagnostics/health-monitoring/CBM techniques• Advanced combustor technology and alternative fuels• Multidisciplinary design, analysis, and optimization of engine

systems and components• Analytical and computational models for component- and

engine-level analysis, optimization, and steady and transient simulation

• Heat transfer, thermal management, cooling, and secondary flow management

• Advanced thermodynamic cycles and game-changing compo-nent technologies

• Application and integration of pressure-gain combustors (def-lagrative and detonative) in turbine engines, their valving, and interaction with adjacent turbomachinery components.

• Advanced engine architectures/installations, variable cycle engines, distributed propulsion

• Aeroacoustics, engine and jet noise generation and mitigation• Engine icing, engine protection (sand/dust)• Engine stability and inlet/engine compatibility• Electric power generation and rapid power extraction• Hybrid engines, turbo-electric propulsion, and distributed

propulsion• Comparisons of engine flight and ground test data and simu-

lation results• Auxiliary systems and structures, and their interaction with the

primary engine system• Engine component life and cost methods/analyses

High Speed Air-Breathing Propulsion Sessions

High Speed Air-Breathing Propulsion OrganizerVenkat TangiralaGeneral Electric Global Research Center—Combustion TechnologiesOne Research CircleK-1 ES 118Niskayuna, NY 12309518.387.5010E-mail: [email protected]

Hypersonic and Combined Cycle Propulsion Application Sessions

Hypersonic and Combined Cycle Propulsion OrganizerTim O’BrienAerojetP.O. Box 13222MS 5552Sacramento, CA 95813-6000916.355.2825E-mail: timothy.o’[email protected]

Papers are solicited for all forms of air-breathing hypersonic and combined cycle propulsion systems, as well as high speed air-breathing propulsion systems used in the full spectrum of aircraft, space launch vehicles, and missiles. The sessions are jointly sponsored by the AIAA Hypersonic Technology and Aerospace Plane Program Committee, the AIAA High Speed Air Breathing Propulsion Technical Committee, the SAE Hypersonics Committee, and the ASME Propulsion Technical Committee. Please contact the above organizers for more information.

Topics of interest for these sessions include, but are not lim-ited to, the following:

• Ramjet, scramjet, and combined cycle (TBCC, RBCC, etc.) engines using hydrogen, hydrocarbon, or alternate fuels

• Engine components such as combustors, injectors, isolators/diffusers, and MHD generators for power generation

• Use of plasmas to modify shock structure and combustion• Ground and flight test of hypersonic propulsion systems• Control systems• Applications for reusable launch vehicles, including single-

and multiple-stage to orbit launch vehicle concepts• Flight demonstrator research vehicle concepts• Combined cycle engine system design and development• Combined cycle engine analysis, optimization, and perfor-

mance prediction


Hybrid Rocket Propulsion Sessions

Hybrid Rocket Propulsion OrganizerBrian EvansSpace Propulsion Group760 San Aleso AveSunnyvale, CA 94085408.568.8575E-mail: [email protected]

Papers are solicited that address all areas of hybrid propul-sion technology including propulsion system applications, engine development and testing, oxidizer and fuel evaluation, and com-putational studies. These sessions are sponsored by the AIAA Hybrid Rockets Technical Committee. Please contact the above organizer for more information. Specific topics of interest for these sessions include, but are not limited to, the following:

• Development and evaluation of novel oxidizer and fuel formu-

lations and combinations• Injector designs and effect on engine performance and stability• Physical processes related to oxidizer vaporization, heat

transfer, solid-phase to gas phase species evolution, and mix-ing of oxidizer and fuel species

• Chemical kinetics between fuel and oxidizer species• Analysis of internal ballistics including predictive capability• Computational fluid dynamics studies of internal flow fields

and combustion• Design studies including cost and feasibility analysis• Combustion stability, motor performance, and related issues• Design and development of novel hybrid rocket motor concepts• Descriptions of current programs—their objectives and prog-

ress to date

Liquid Rocket Propulsion Sessions

Liquid Rocket Propulsion OrganizerIvett A. LeyvaAir Force Research Laboratory10 East Saturn BlvdEdwards AFB, CA 93524661.275.5817E-mail: [email protected]

These sessions are jointly sponsored by the AIAA Liquid Propulsion Technical Committee, the SAE Space Transportation and Propulsion Technical Committee, and the ASME Propulsion Committee. Please contact the above organizer for more infor-mation. Unclassified papers are solicited in all areas of liquid propulsion technology, including propulsion system applications, engine development and testing, fluid control instrumentation, pressurant, and propellant storage. Papers that combine numeri-cal/analytical with experimental results are encouraged. Studies that involve unique or new propulsion systems that are affordable and sustainable, or improvements to existing systems to make them more affordable and sustainable, are of particular interest.

Topics of interest for these sessions for analytical, experi-mental, and numerical studies include, but are not limited to, the following:

Liquid Rocket Engine and Propulsion Systems• Expendable and reusable launch vehicle propulsion for boost-

er, upper stage, and single stage to orbit applications • Space vehicle propulsion for orbital, de-orbit, and interplan-

etary applications• Liquid engine and propulsion systems for exploration systems

and programs• Propulsion systems utilizing non-toxic propellants and associ-

ated technologies

• Internal/external flow CFD analyses• Innovative propellant management concepts• System demonstration/validation plans• Component development status• Engine life-cycle costs• Mission requirements• Vehicle/engine integration and performance, engine thrust and

specific impulse, mass fraction• Ramjet, scramjet, and combined cycle engine air inlets,

including inlet airflow, inlet boundary-layer considerations, bleed/bypass, and shock positioning requirements

• Ramjets, scramjets, including combustors and combustion, fuel injection, flame holders, ramjet/scramjet transition, and fuel heating/thermal management

• Propellants, including propellant handling, air liquefaction, slush hydrogen, and bi/tri propellants

• Constant volume combustion engines (pulse detonation engines, wave rotors, continuous detonation engines, etc.), mechanical and thermal design, practical design and integra-tion of detonation initiation and propagation systems, fuel sys-tem, and inlet system

• High-fidelity propulsion system simulations discussing phys-ics-based subsystem and system simulation methods and technologies, including validation, simulation frameworks, variable fidelity analysis, visualization environments, and high performance computing

ROCKETS AND SPACE PROPULSION

Electric Propulsion Sessions

Electric Propulsion OrganizerEric PencilNASA Glenn Research Center21000 Brookpark RoadCleveland, OH 44135-3127216.977.7463E-mail: [email protected]

Papers are solicited in all areas of electric propulsion, such as:

• Hall thrusters• Ion thrusters• Field emission thrusters, colloid thrusters, and other micropro-

pulsion concepts• MPD, PPT, and PIT thrusters• Resistojets and arcjets• Advanced thruster concepts• Other electrothermal, electromagnetic, or electrostatic thruster

concepts• Innovative or advanced electric propulsion systems

For the concepts or systems listed above, the topics of inter-

est include:

• Fundamental physics• Analytical modeling• Numerical simulations• Laboratory and space testing• Diagnostics• Lifetime characterization• Mission analysis• Systems analysis• Development programs• Flight programs• Other applications

The sessions are sponsored by the AIAA Electric Propulsion Technical Committee and the ASME Propulsion Committee. Please contact the above organizer for more information.


• Rocket motor demilitarization and propellant and ingredient reclamation, reuse, and disposal

• Propellant hazards classification; procedures and practices for safe handling, transportation and storage

• Insensitive munitions technology, including advanced cases, active and passive mitigation concepts, and advanced propellants

• Propellant development• Analysis and evaluation, including internal ballistics predic-

tion, combustion, precision and accuracy, internal flow field assessment, heat transfer, structural/material response, par-ticle impingement on insulation and nozzle, crack/de-bond propagation, performance, and energy management

• Solid rocket combustion instability• Safety, reliability, and maintainability• Materials and component technology relating to nozzles, ignit-

ers, safe/arm devices, TVC, and gas generators• Lessons learned in rocket design, manufacture, qualification,

static test, and flight programs• Composite case technology• Advanced nozzle technology; advanced composite materials,

materials processing, quality control and assurance• Innovative ignition systems• Multi-pulse solid rocket motors• Propellant and motor temperature sensitivity• Development/production cost reduction, including modeling

and analysis• Nondestructive diagnostic evaluation of motors or components• Innovative approaches to qualification of solid rocket motor

design• Solid rocket motor aging evaluation• Solid rocket motor failure and accident investigations• Solid rocket motor history• University initiatives/programs in solid rocket propulsion• Health monitoring systems for solid rocket motors• Future technologies• Solid rocket propulsion for crewed vehicle systems• Controllable solid propulsion/thrust management

Space Transportation and Future Generation Space Transportation Sessions

Space Transportation and Future Generation Space Transportation Sessions OrganizerLeo DanielMassachusetts Institute of TechnologyAeronautics and Astronautics77 Massachusetts Ave, Bldg 37-371Cambridge, MA 02139-4307617.253.5199E-mail: [email protected]

Space Transportation and Future Space Transportation ses-sions are sponsored by the AIAA Space Transportation Technical Committee and the ASME Propulsion Committee. In these ses-sions, special emphasis will be given to propulsion system and launch vehicle developments associated with contemporary com-mercial, military, and civil programs. For more information please contact the session organizer listed above. Topics of interest for these sessions include, but are not limited to, the following:

Space TransportationPapers are sought for sessions on space transportation

including enabling technologies and economics. Of particular interest are papers that address propulsion system impact on performance, reuse, operability, and overall mission effective-ness of space transportation systems. Space transportation sys-tems may include expendable launch vehicles, reusable launch

Liquid Rocket Engine and Propulsion System Components• Ignition systems such as combustion wave, laser, advanced

torch, and hypergolic• Engine combustion chamber design and analysis including

coolant channels, innovative concepts, heat transfer, manu-facturing processes, and materials

• Combustion instability experiments • Combustion device injector design and analysis including

acoustic analysis, innovative concepts, manufacturing pro-cesses, materials, testing at supercritical pressures, scaling laws from cold-flow to hot-fire experiments, scaling laws from single to multiple elements

• Nozzle design, analysis, manufacturing processes, materials, and testing, innovative concepts

• Turbomachinery for liquid rocket engines: fluid dynamic analy-sis, design innovation, manufacturing, materials, and testing

• Lightweight gas storage vessels and propellant tanks; pro-pellant acquisition technology involving positive expulsion or surface tension devices; all phases of design, development, fabrication, materials, testing, ground handling, and flight performance

Feed System Studies: Valves, Tank, and Duct Flows• Feed systems/fluid management technology; fluid controls,

sensors, pressurization, space vehicle servicing, control and health monitoring, on-orbit gauging, and materials compatibility

• CFD/experimental investigations of high pressure gas and cryogenic liquid valves for liquid rocket feed system. Flow instabilities that result in valve chatter, valve sticking, and high dynamic actuation loads are of particular interest.

• Modeling of cryogenic storage tanks including tank pressuriza-tion, tank sloshing, and mixing of high temperature gas with cryogenic liquids

• Studies addressing interaction and coupling between system components in liquid rocket feed systems (e.g., inlet feed ducts, cavitating venturis, orifices, valves, etc.)

Modeling and Simulation of Liquid Rocket Engines and Propulsion Systems• Liquid rocket fluid dynamics, chemical kinetics, interactions of

fluid dynamics with combustion, and engine/system modeling• Flow and combustion performance and stability including

propellant injection phenomena, combustion stability, injector-chamber coupling, faceplate compatibility, and alternative fuels

Solid Rocket Propulsion Sessions

Solid Rocket Propulsion OrganizerMark T. LanghenryRaytheon Missile SystemsP.O. Box 11337Mail Stop 808/27Tucson, AZ 85734520.794.8627E-mail: [email protected]

Papers are solicited for the solid rocket propulsion sessions. Specific topics include, but are not limited to, the following:

• Air-launched tactical missile propulsion• Surface/ground-launched tactical propulsion• Commercial-launched vehicle propulsion• Space-launched vehicle propulsion• Space storable solids• Strategic propulsion• Divert and attitude control propulsion• Missile interceptor propulsion• Safety, health, and environmental issues


• Production of propellants • Theoretical and experimental designs • Theoretical evaluations of engine performance • Analyses on the benefits of in situ technologies for current

and future missions

Energetic Components and Systems Sessions

Energetic Components and Systems OrganizerSteven F. SonSchool of Mechanical EngineeringPurdue University500 Allison RoadWest Lafayette, IN 47907-2088765.494.8208E-mail: [email protected]

Papers are solicited in the areas of energetic components and systems and their applications. Energetic materials provide controlled and directed energy to perform a variety of functions for a wide range of applications. Energetic systems are defined as any component or system containing or operated by propel-lants, explosives, or pyrotechnics. International submissions are encouraged. The sessions are sponsored by the AIAA Energetic Components and Systems Technical Committee. Please contact the above organizer for more information. Topics of interest for these sessions include, but are not limited to, the following:

• Applications and requirements for civilian and military aircraft, space vehicles and missiles, automotive safety, mining, and controlled demolition

• Electro-explosive devices, initiators, detonators, gas genera-tors, igniters and their initiation systems (which may include hot bridge wire, exploding bridge wire, exploding foil, laser/fiber optics, or semiconductor bridge elements) and explosive energy transfer products, including detonating cord, thin layer explo-sive, linear shaped charge, and through bulkhead initiators

• Explosively actuated devices, including severing/penetration charges, expanding tube/bellows separation systems, explo-sive bolts, frangible nuts, separation nuts, pin pullers, bolt cut-ters, cable cutters, pyrovalves, and safe/arm devices

• Lessons learned and education• Modeling and simulations of energetic materials/components/

systems• Energetic material chemistry, including synthesis, character-

ization, compatibility, and aging, and analysis techniques as applied to ordnance applications

• Nontraditional topics other than those listed

Nuclear and Future Flight Propulsion Sessions

Nuclear and Future Flight Propulsion OrganizerGreg MeholicThe Aerospace Corporation2310 East El Segundo Blvd.Mail Stop M1-557El Segundo CA, 90245310.336.2919E-mail: [email protected]

Papers are solicited that address all aspects of relatively far-term, future concepts in propulsion. Submissions should offer never-before-published findings, insights, or new problem state-ments to guide future work. Any performance comparisons must include uncertainty bands. Minor revisions and updates to previ-ously reported material is strongly discouraged. The sessions are supported by the AIAA Nuclear and Future Flight Propulsion Technical Committee. Please contact the above organizer for more information.

vehicles, missiles, and upper stage and orbital transfer vehicles. Papers are sought for space transportation topics, including, but not limited to, commercial, civil, and military systems; cost modeling; performance safety, reliability, and maintainability; and environmental aspects.

Future Generation Space TransportationThis session set is directed to presentations of advanced

fully reusable space transport vehicle and propulsion system concepts. Future civil, military, and commercial space transport missions are to be addressed, such as envisioned Spaceliner-/Spacelifter-class systems featuring aircraft-like mission depend-ability, flight safety, and overall affordability. Papers are solicited that present the latest thinking in system design and operations, relating key enabling and enhancing technologies. Innovative development and demonstration program approach-es are of interest, including the use of X-vehicle flight testing and early prototyping.

ADVANCED PROPULSION AND TECHNOLOGIES

Advanced Propulsion Concepts for Future Flight Sessions

Advanced Propulsion Concepts for Future Flight OrganizerJohn W. RobinsonThe Boeing CompanyP.O. Box 3829Seal Beach, CA 97040714.625.2727 (Alternate: 714.896.1292)E-mail: [email protected]

These sessions are sponsored by the ASME Propulsion Committee. Please contact the above organizer for more information.

Unique Propulsion SystemsPapers are solicited that address unique propulsion systems

and innovative or nonconventional engine concepts. Some spe-cific topics include design and development of systems for prime movers for the following:

• Earth-to-orbit launch systems• Space systems• Advanced compact systems• Nano-propulsion systems• Reciprocating systems• Lightweight aircraft engines

Innovative Approaches and Advanced Conventional Systems

Papers are solicited on the subject of innovative approaches that focus on near-term techniques or concepts that may enhance or advance the state of the art of existing systems. Topics of interest for these sessions include, but are not limited to, the following:

• Theoretical concept development• Computational results• Proposed experimental facilities• Experimental results• Mission analysis• Instrumentation and diagnostic techniques• Low LCC systems

In situ Propellants for Lunar and Mars Missions Papers are solicited that investigate all aspects for utilizing

indigenous space materials for propulsion for lunar and Mars missions. Topics of interest for these sessions include, but are not limited to, the following:


of liquid, solid, and gaseous fuels in air-breathing, rocket, and underwater propulsion systems. An award will be given for the best paper. These sessions are jointly sponsored by the AIAA Propellants and Combustion Technical Committee and the ASME Propulsion Committee. Please contact the above organiz-er for more information. Papers covering a broad range of topics are sought. These topics include, but are not limited to:

Propellant and Fuel Development (Green Fuels)Future propellants with special emphasis on “green propel-

lants”: those with minimal environmental impact. Topics include, but are not limited to, formulations and physical chemical proper-ties of fuels including characterization by surrogates, hazards, safety evaluation, materials compatibility, applications to propul-sion devices, high-energy and high-density fuels and materials, propellants for operation under extreme thermodynamic condi-tions, thermal stability of fuels and propellants, reformed fuels, implications of rising oil prices on jet propellants, and in situ propellant production concepts for military contingencies and planetary missions.

Combustion DiagnosticsDevelopment, assessment, and calibration of advanced diag-

nostic techniques related to fundamental experiments or their applications to practical combustion devices.

Spray CombustionSpray flame characteristics; supercritical droplet combustion;

design of fuel spray systems; break-up behavior; non-dilute spray characteristics encountered in propulsion combustors.

Fundamental Combustion Processes Ignition; laminar and turbulent flame propagation and extinc-

tion; detonation; chemical kinetics; infrared radiation from gas flames of gas turbine combustors; lean pre-vaporized premixed combustion systems; other transport processes in gas, liquid, solid, or mixed systems.

Combustion ModelingReynolds-averaged turbulent combustion models, sub-grid

scale turbulent combustion models for large-eddy simulations, other methods for capturing turbulent transport and fluid-chemistry interactions. Strategies for model implementation in computational tools influence of initial and boundary conditions, numerical diffusion, etc.

Combustion Dynamics/DetonationsMechanisms of combustion instability in gas turbine and

rocket combustors and augmentors. Instability suppression tech-niques. Detonation physics; applications to pulsed and continu-ous (or rotating) detonation engines.

Hybrid Combustion SystemsChemical reaction in power/propulsion systems consisting

of two or more integrated, chemically reacting components. Examples include fuel cells and reformers integrated with con-ventional combustors to provide propulsive and electric power, and endothermic reactors integrated with scramjet combustors to provide leading-edge cooling and fuel cracking.

Advanced Combustor ConceptsApplication of combustion technologies to novel combustor

geometries. These include the consideration of all forms of com-bustion, control of combustion processes, and unconventional designs for unique applications.

Micro-Scale CombustionCombustion in miniaturized propulsion systems with special

emphasis on combustion in channels/passages with characteris-

Nuclear Thermal PropulsionPapers are requested on all aspects of Nuclear Thermal

Rocket (NTR) propulsion design, testing, and utilization for future robotic and human exploration missions of the solar system. Topics of interest for these sessions include, but are not limited to, the following:

• Bimodal NTR concepts capable of producing both spacecraft thrust and electrical power

• Vehicle concepts, applications, and mission designs employ-ing NTR systems

• Gas-cooled reactor concepts for propulsion or closed-surface power generation

• Alternative nuclear fuels and processes• Reactor controls and shielding requirements• NTR ground test facility options and environmental studies• Prospects for commercial space activities that could be

enabled by NTR systems• Advancements for heritage solid-core NTR systems

Fusion and Alternative Nuclear ConceptsPapers are solicited on the subject of innovative or emerging

concepts for fusion-based space propulsion or alternative/hybrid approaches. Topics of interest for these sessions include, but are not limited to, the following:

• Fusion plasma confinement and management schemes• Vehicle-based fusion power sources• Theoretical concept development, computational results and

mission analysis• Proposed experimental approaches• Instrumentation and diagnostic techniques• Fission/fusion hybrid systems• Concepts that utilize fusion reactions directly or indirectly• Novel fusion concepts

Future Flight Propulsion SystemsPapers are solicited that present concepts for both near- and

far-term future space propulsion that require significant advance-ments in many areas of advanced physics and propulsion science. Papers focusing on theories and approaches should clearly define their propulsion application. Subjects include, but are not limited to, the following:

• Antimatter engines• Directed energy propulsion (laser, microwave, etc.)• Mass drivers• Interstellar propulsion• Breakthrough propulsion physics, including: —Fundamental physics of space–time, matter, motion, forces,

and energy exchange —Possible coupling between electromagnetism, inertia, and

gravitation —Creation or modification of general relativistic space–time

topologies• Properties of the quantum vacuum

Propellants and Combustion Sessions

Propellants and Combustion OrganizerChristopher BrophyNaval Postgraduate School700 Dyer Road / Code MAE-BrMonterey, CA 93943831.656.2327E-mail: [email protected]

Papers are solicited that describe recent experimental, theo-retical, and numerical work in all areas related to the combustion


research. Sessions are planned for University Initiatives in Propulsion. Areas of interest include air-breathing, rocket, and advanced propulsion systems, subsystems, and component analysis and design course work as implemented for both gradu-ate and undergraduate programs. Students may present the results of critical literature reviews or advaced design projects. Industry papers of interest include desired attributes of next-gen-eration engineers and examples of successful industry/education outreach programs.

The sessions are sponsored by the ASEE Propulsion Education Committee. Please contact the above organizer for more information. Topics of interest include the following:

• K–16 educational outreach case studies• Industry-desired attributes of new engineers• University/industry initiatives in propulsion education/research• University capabilities in propulsion education/research-institu-

tional summary• Student design projects/experiments• Software tools for propulsion education• International propulsion projects• Propulsion laboratories

10TH INTERNATIONAL ENERGY CONVERSION ENGINEERING CONFERENCE (IECEC)

The 10th International Energy Conversion Engineering Conference (IECEC) will be held 30 July–1 August 2012 at the Hyatt Regency Atlanta. The IECEC provides a forum to present and discuss engineering aspects of energy conversion technol-ogy, advanced energy and power systems, devices for terrestrial energy systems and aerospace applications, and the policies, programs, and environmental impacts associated with the devel-opment and utilization of this technology.

The IECEC is hosted by AIAA, which is joined this year by four Participating Organizations. These organizations are:

• The Heat Transfer Society of Japan (HTSJ) • The IEEE Aerospace & Electronic Systems Society (AESS) • The Egyptian Society of Mechanical Engineers (ESME) • The Japan Society of Mechanical Engineers (JSME)

TERRESTRIAL ENERGY-EFFICIENT AND RENEWABLE ENERGY SYSTEMS

Technical papers are being sought that address the latest research, developments, and viable new technologies applicable to terrestrial energy-efficient and renewable energy systems. This topical area focuses on, but is not limited to, the following areas:

Energy EfficiencyBuildings (commercial and residential) —Appliances —Building equipment —Building energy codes —Solid state lighting Homes —Energy efficient houses —Energy efficient multi-family buildings Transportation (ground vehicles) Industry —Boiler and steam systems —Combustion —Compressed air —Data centers —Distributed energy —Fuel and feedstock flexibility —Motors, fans, and pumps

tic dimensions of the order or smaller than the flame thickness. System performance scaling and role of fluid structure coupling.

Emerging Commercial Space Propulsion Sessions Emerging Commercial Space Propulsion OrganizerBruce PittmanNASA Space Portal, NASA Ames Research CenterMS 555-3 Moffett Field, CA 95035650.604.4655E-mail: [email protected] The AIAA Commercial Space Group was established in 2007

to support the emerging commercial space companies and edu-cate the AIAA membership on these new developments. The past year has seen remarkable progress for this community in the development of commercial spaceflight for both orbital and suborbital vehicles. The first of the NASA Commercial Orbital Transportation Services flights has successfully taken place with more flights planned over the next year. These commercial orbit-al suppliers are offering transportation services at a price point that is dramatically reduced from historical norms. Propulsion is obviously a key element in this equation. This session will focus on both the technology and the techniques that are enabling this change.

The suborbital spaceflight developers have also been very busy over the last year. These suborbital providers that are developing new liquid and hybrid propulsion systems that will enable frequent, low cost access to suborbital space again at a small fraction of the cost of current systems. The suborbital vehi-cles are particularly exciting and challenging in that these are reusable systems and some providers are planning to fly multiple flights per day, putting new demands on the vehicles and the engines. Cost, reliability, and safety are all key factors that must be balanced against performance and maintainability. This ses-sion will feature presentations by these commercial space com-panies that are developing propulsion systems to support both government and commercial customers.

Papers in this session can focus on methods, techniques, tools, results, innovations, lessons learned (both positive and negative) of one or more aspects of the emerging commercial rocket propulsion systems:

• Analysis• Design• Fabrication• Assembly• Testing• Performance including reliability and maintainability• Qualification• Instrumentation and diagnostics• Maintenance and repair• Certification for re-flight

EDUCATION

Propulsion Education Sessions

Propulsion Education OrganizerRobert A. Frederick Jr.UAH Propulsion Research CenterThe University of Alabama in Huntsville5000 Technology Drive, TH S226Huntsville, AL 35899256.824.7200 E-mail: [email protected]

Papers are solicited from both universities and industry on topics relating to all aspects of propulsion education and


—Process heating and energy intensive processes —Sensors and controllersGovernment —Federal government facilities —State government facilities —Local government facilities Renewable Energy BiomassGeothermalHydropowerSolar (photovoltaic cells; solar thermal; solar water heating; solar desalination)WindHydrogenAmmonia Mobile and Military Power SystemsMarine energy systemsElectric ship components and systemsAdvanced naval power systemsTransportable military powerSmall portable power design

Applications of Nanotechnology for Terrestrial Energy- Efficient and Renewable Energy SystemsPolicy, Environmental, and Historical Perspectives of Terrestrial Energy-Efficient and Renewable Energy Systems

Papers dealing with energy conversion technology at the component or device level should be submitted to the Energy Conversion Device Technology topical area. Papers dealing with energy storage technology at the component or device level should be submitted to the Energy Storage Technology topi-cal area. Papers dealing with thermal management technology should be submitted to the Thermal Management Technology topical area.

TERRESTRIAL FOSSIL ENERGY SYSTEMSTechnical papers are being sought that address the latest

research, developments, and viable new technologies applicable to terrestrial fossil energy systems. This topical area focuses on, but is not limited to, the following areas:

FuelsCoalNatural gasOilGas from methane hydrate, shale, and deepwater regions Clean Coal and Natural Gas Power SystemsCombustion —Advanced designs —Micro-combustors —Waste fuels —Opportunity fuels —Pollution —Chemical kinetics —Diagnostics —Modeling, simulation and analysisCarbon capture and storageGasificationCombustion turbinesCarbon sequestration

Fire Applications of Nanotechnology for Terrestrial Fossil Energy SystemsPolicy, Environmental, and Historical Perspectives of Terrestrial Fossil Energy Systems


TERRESTRIAL NUCLEAR ENERGY SYSTEMSTechnical papers are being sought that address the latest

research, developments, and viable new technologies applicable to terrestrial fusion and fission energy systems. This topical area focuses on, but is not limited to, the following areas:

FusionEnergy producing plasmasInertial fusion reactorsMagnetic fusion reactors FissionAdvanced modeling and simulationAdvanced reactor conceptsFuel cycle research and developmentGas-cooled reactorsGeneration IV nuclear energy systemsGlobal nuclear fuel assurance

IECEC ORGANIZING COMMITTEE

General ChairRamon Lugo

Director, NASA Glenn Research Center21000 Brookpark RoadCleveland, OH 44135


Deputy General ChairRobert “Joe” Shaw

Office of Technology Partnerships and Planning NASA Glenn Research Center

21000 Brookpark RoadCleveland, OH 44135


Technical Program ChairMichael Choi

NASA Goddard Space Flight CenterCode 545, Mechanical Systems Division

8800 Greenbelt RoadGreenbelt, MD 20771


Deputy Technical Program Chair

Kenneth “Mark” BrydenDepartment of Mechanical Engineering

Iowa State UniversityAmes, IA 50011515.294.3891



range of power for aircraft and space applications. Papers dis-cussing aerospace-specific power technologies, operational per-formance, requirements, and system designs are highly desired. Topics include, but are not limited to:

Space Power System Designs and Operational PerformanceNew power technology for space applicationsSpace stationSpace exploration missionsSpacecraft solarSpacecraft radioisotopeSpace environment interactions Aero Power System Design and Operational PerformanceNew power technology for aero applications Aircraft Unmanned Aerial Vehicles (UAVs)Balloon Specific Space Power SystemsSpacecraft solar arraysRadioisotope power systemsSpace nuclear reactorsSolar thermal power for spacecraftSpacecraft tether power systemsSpace solar power conceptsEnergy and power architectures for lunar explorationMars surface power systemsPower systems for deep space exploration Directed Energy PowerMissile Power SystemsPower Systems Architecture Electrical Power System Management and DistributionIn-orbit battery management and calibrationSpace power system fault protectionsHigh voltage systemsNew power componentsSuperconductorsDiagnostics, prognostics and health management Aircraft Wiring Systems Aircraft Auxiliary Power SystemsAircraft Engine and Control SystemsAircraft Propeller SystemsDefense Nuclear Power Systems Energy Efficient Vehicles Electric Actuation for AircraftHydraulic Actuation for Aircraft High-Temperature ElectronicsAdvanced materialsPower converters and invertersPackagingCommercial applications Military Aircraft Power Systems and StudiesPower System Modeling, Simulation and AnalysisPower System ControlSystems Integration and Optimized Vehicle Energy Use Advanced ConceptsTerrestrial Applications of Aerospace Power Systems TechnologyWeapon Power Systems and StudiesApplications of Nanotechnology for Aerospace Power SystemsPolicy, Environmental, and Historical Perspectives of Aerospace Power Systems

Instrumentation and controlsInternational nuclear energy policy and cooperation Light water reactor sustainabilityNuclear hydrogenSystems engineering and integrationThermal hydraulicsTransmutationUsed nuclear fuel disposition research and development Fusion-Fission HybridsApplications of Nanotechnology for Terrestrial Nuclear Energy SystemsPolicy, Environmental and Historical Perspectives of Terrestrial Nuclear Energy Systems


TERRESTRIAL ELECTRICITY DELIVERY AND GRID RELIABILITY

Technical papers are being sought that address the latest research, developments, and viable new technologies applicable to terrestrial electricity delivery and grid reliability. This topical area focuses on, but is not limited to, the following areas:

Transmission, Distribution, and UtilizationElectric transmission and distribution technologyHigh temperature superconductivity —Power cables —Transformers —Motors —Generators —Fault current limitersControl systems securityCogenerationCryogenic systemsDistributed generationEfficient utilization of electricityElectromagnetic compatibilityOperation and controlPower qualityUtility power electronicsTransmission congestion studies Grid ReliabilityReliability technologyHigh temperature superconductivityFault current limitersRenewable and distributed systems integrationSmart grid applications and systemsDemand response Applications of Nanotechnology for Terrestrial Electricity Delivery and Grid ReliabilityPolicy, Environmental and Historical Perspectives of Terrestrial Electricity Delivery and Grid Reliability

AEROSPACE POWER SYSTEMSTechnical papers are being sought on power systems and

subsystems developed specifically for aerospace applications. Papers may include concepts, development initiatives, testing, simulations, and mission requirements addressing the broad


Fuel CellsComponents and system designsRegenerative Superconducting Magnetic Energy StorageApplications of Nanotechnology for Energy Storage TechnologyPolicy, Environmental, and Historical Perspectives of Energy Storage Technology

THERMAL MANAGEMENT TECHNOLOGYTechnical papers are being sought that illustrate the delicate

balance of temperature, results of practical applications, tests, simulations, and R&D initiatives of thermal management. Papers discussing operational performance, current limitations, and study results of thermal management components and systems for air-craft, spacecraft, and terrestrial applications are encouraged.

Micro Chemical and Thermal Systems (Micro CATS) Heat Transfer and TransportAdvanced materialsHeat exchangersHeat pipes, loop heat pipes, and capillary pumped loopsPhase change heat transferSpray Cooling Thermal Energy Storage (TES)Advanced materialsTES applications and issues Thermal Systems and ComponentsCooling electronic componentsCryogenic cooler systemsHigh conductivity thermal strapsModeling, simulation and analysis of thermal systemsThermoelectric coolingPower systems coolingSolar collector thermal designThermal control coatingsThermal interface materialsThermal testingVariable emittance electrochromatic devices Thermal System Applications and Unique EnvironmentsAircraftBuilding heating and coolingFuel cell thermal managementGround vehicle thermal managementLunar/Martian surface and deep space applications MissilesSpacecraftThermal control of machinery and electronicsWaste heat utilization Applications of Nanotechnology for Thermal Management Technology Policy, Environmental, and Historical Perspectives of Thermal Management Technology

ENERGY CONVERSION DEVICE TECHNOLOGYTechnical papers are sought that discuss the details of vari-

ous types of energy conversion devices, including, but not lim-ited to, the specific devices listed below. Papers should address specific characteristics, processes, and methodologies. Topics may include initial concepts, device component fabrication, mod-eling, analysis, testing, operation and applications.

Direct Energy Conversion Devices and ComponentsAMTECMagnetohydrodynamics (MHD)Photovoltaic devicesThermionicsThermoacoustic enginesThermoelectricsThermophotovoltaics (TPV) Thermodynamic Devices, Components, and SystemsAdvanced cyclesBrayton and Rankine cyclesHeat engines and heat pumpsMEMSStirling engines Advanced Energy Conversion ConceptsCombined Heat/Electrical Power ConceptsApplications of Nanotechnology for Energy Conversion Device TechnologyPolicy, Environmental, and Historical Perspectives of Energy Conversion Device Technology

ENERGY STORAGE TECHNOLOGYTechnical papers are being sought that discuss all primary

or secondary devices or mediums utilized to store, charge, recharge, or regenerate a source of energy for immediate or delayed utilization. Of great interest are papers discussing inno-vative methods, materials, and processes, including lessons learned. Topics may include initial concepts, device component fabrication, analysis and testing, and energy storage system testing, operation and applications.

Capacitive Energy StorageSupercapacitorsUltracapacitors Flywheel Energy StorageDevice componentsSystem operation, test, and analysis Primary BatteriesLithium cells and advanced batteriesActive primary batteriesReserve batteriesThermal batteries Rechargeable Cell and BatteriesLithium ionLithium polymerNickel cadmiumNickel hydrogenNickel metal hydrideElectric vehicle batteriesSpecial purpose batteries









submitted, they must go to “View Submissions” and select “Return to Draft” to make any corrections. This removes the abstract from the organizers’ view. Authors then need to submit the abstract again for it to be considered. An abstract cannot be returned to draft if it has been reviewed.


Authors having trouble submitting abstracts electronically should contact ScholarOne Technical Support at [email protected], or at 434.964.4100 or (toll-free, U.S. only) 888.503.1050. Questions about the manual abstract submission or full draft manuscript themselves should be referred to the appropriate Technical Chair or Topic Area Chair.

“No Paper, No Podium” and “No Podium, No Paper” Policies

If a written paper is not submitted by the final manuscript deadline, authors will not be permitted to present the paper at the conference. It is the responsibility of those authors whose papers

AIAA Guidance, Navigation, and Control Conference AIAA Atmospheric Flight Mechanics ConferenceAIAA Modeling and Simulation Technologies Conference AIAA/AAS Astrodynamics Specialist Conference

13–16 August 2012Hyatt Regency MinneapolisMinneapolis, Minnesota

Draft Manuscript/Abstract Deadline: 19 January 2012Final Manuscript Deadline: 23 July 2012

Draft Manuscript/Abstract Submittal Procedures for All Conferences

Draft manuscripts and abstract submissions will be accepted electronically through the AIAA Web site at www.aiaa.org/events/gnc, www.aiaa.org/events/afm, www.aiaa.org/events/mst, and www.aiaa.org/events/asc. Once you have entered the conference Web site, on the right-hand side, click “Submit a Paper” and follow the instructions listed on the screen. This Web site will be open for abstract submittal starting 1 September 2011. The deadline for receipt of draft manuscripts and abstracts via electronic submission is 19 January 2012. Authors will be notified of paper acceptance via e-mail by 5 April 2012. An Author’s Kit, containing detailed instructions and guidelines for submitting papers to AIAA, will be made available to authors of accepted papers. Authors of accepted papers must provide a complete manuscript online to AIAA by 23 July 2012 for inclu-sion in the online proceedings and for the right to present at the conference. It is the responsibility of those authors whose papers or presentations are accepted to ensure that a representative attends the conference to present the paper. Sponsor and/or employer approval of each paper is the responsibility of the author. Government review, if required, is the responsibility of the author(s). Authors should determine the extent of approval necessary early in the paper presentation process to preclude paper withdrawals or late submissions.


1) Access the AIAA Web site at www.aiaa.org/events/gnc, www.aiaa.org/events/afm, www.aiaa.org/events/mst, or www.aiaa.org/events/asc.

2) On the right-hand side, click the “Submit Paper” button.3) To access the submission site, you must be logged in to





5) Click the Submission tab at the top of the page to begin your submission. Select the appropriate conference to submit to on the following page.



Please refer to the following individual technical area descrip-tions to determine the topic that most closely aligns with your paper. Please contact the Technical Area Chairs or Co-Chairs with questions.

Control Theory, Analysis, and DesignPapers are sought that develop new theories, generate new

algorithms, derive new analysis techniques or design tools, or modify and improve existing techniques for general application to control of flight vehicles. Topics of interest include robust control, nonlinear control, optimal control, multivariable control, adaptive and intelligent control, fault detection, redundancy management and bio-inspired control. Papers describing new analysis and synthesis techniques with illustrative realistic aerospace control examples are strongly encouraged. Papers discussing applica-tions of control theory should be submitted to the area that most closely matches the application. Examples of specific topics within the broad subject areas include:

• Robust Control: techniques for control design of systems with uncertainty; feedback stability, mu analysis and gain schedul-ing; multivariable stability margins and multiplier theory; mu-synthesis and H-infinity-optimal control.

• Nonlinear Control: techniques and methods of controlling systems using nonlinear models; Lyapunov techniques along with their extensions; linear matrix inequalities; applications of nonlinear control methods, such as sliding mode or feedback linearization techniques.

• Optimal Control: optimization algorithms; objectives and issues in controlling nonlinear systems; dynamic programming; solu-tion methods; case studies of analysis and design of MIMO plants; robustness and stability margins; design tradeoffs.

• Adaptive and Intelligent Control: MRAC, Lyapunov stability analysis of adaptive control laws; direct and indirect adap-tive control for linear and nonlinear systems; computational challenges; adaptation rules; verification of margins for flight critical systems; models and learning rules of artificial neural networks; neural networks in system identification and control.

• Fault Detection: algorithms to detect sensor and effector faults; switchover control laws; simulations with fault injection and recovery performance.

or presentations are accepted to ensure that a representative attends the conference to present the paper. If a paper is not pre-sented at the conference, it will be withdrawn from the conference proceedings. These policies are intended to eliminate no-shows and to improve the quality of the conference for attendees.


paper that has been or will be presented or published elsewhere. Authors will be required to sign a statement to this effect.

Warning—Technology Transfer ConsiderationsProspective authors are reminded that technology transfer

guidelines have considerably extended the time required for review of abstracts and completed papers by U.S. government agencies. Internal (company) plus external (government) reviews can consume 16 weeks or more. Government review if required is the responsibility of the author. Authors should determine the extent of approval necessary early in the paper preparation pro-cess to preclude paper withdrawals and late submissions. The conference technical committee will assume that all abstracts papers and presentations are appropriately cleared.

International Traffic in Arms Regulations (ITAR)AIAA speakers and attendees are reminded that some top-

ics discussed in the conference could be controlled by the International Traffic in Arms Regulations (ITAR). U.S. nation-als (U.S. citizens and permanent residents) are responsible for ensuring that technical data they present in open sessions to non-U.S. nationals in attendance or in conference proceedings are not export restricted by the ITAR. U.S. nationals are likewise responsible for ensuring that they do not discuss ITAR export-restricted information with non-U.S. nationals in attendance.

AIAA GUIDANCE, NAVIGATION, AND CONTROL CONFERENCE

SynopsisThe AIAA Guidance, Navigation, and Control Technical

Committee is inviting participation in the AIAA Guidance, Navigation, and Control Conference. The conference is the larg-est forum dedicated to guidance, navigation, and control (GN&C) serving the aerospace community. It brings together experts from industry, government, and academia on an international level to present and discuss all technical areas related to GN&C for aerospace applications.

Draft Manuscript Submission Guidelines for GNC Conference

Paper selection for this conference will be based on a full draft manuscript of the proposed technical paper. No exceptions will be made. Draft manuscripts and final papers must not exceed a total length of 25 pages. Each draft must begin with a 100- to 200-word abstract, and an introduction that includes a brief assess-ment of prior work by others and an explanation of the paper’s main contributions. The body of the manuscript must include suf-ficient detail to allow an informed evaluation of the paper.

Technical AreasPapers covering all aspects of guidance, navigation, and

control of aerospace systems may be submitted. Specifically, papers should describe novel analytical techniques, applications, and technological developments in areas such as the guidance, navigation, and control of aircraft, spacecraft, missiles, robotics, and other aerospace systems; general aviation; in-flight system architecture and components; navigation and position location; sensors and data fusion; multidisciplinary control; and GN&C concepts in air traffic control systems and high-speed flight.

AIAA GUIDANCE, NAVIGATION, AND CONTROL CONFERENCE

General ChairJulie Thienel

NASA Goddard Space Flight Center8800 Greenbelt Road, Code 101

Greenbelt, MD 20771301.614.7016 • 301.286.0329 FAX


Technical Program ChairsJack W. Langelaan

Department of Aerospace EngineeringThe Pennsylvania State University

229 Hammond BuildingUniversity Park, PA 16802

814.863.6817 • 814.865.7092 FAXE-mail: [email protected]

Lesley A. WeitzThe MITRE Corporation

7515 Colshire DriveMcLean, VA 22102-7508

703.983.6106 • 703.983.6653 FAXE-mail: [email protected]


Aircraft Guidance, Navigation, and ControlPapers are sought that address the development, simulation,

and flight testing of GN&C systems for aircraft and helicopters. Papers that emphasize experimental results from flight test or nonlinear simulation will be considered preferably. Flight control applications within the broad subject are:

• Augmented Flight Control Systems: stability augmentation; automatic flight path and speed control; auto pilot control; interdisciplinary flight control and vehicle performance; nonlin-earities; structural control and vibration suppression; aeroser-voelasticity saturation of control effectors.

• Fault Tolerance and Recovery Systems: self-repairing or reconfigurable systems; situation awareness; decision sup-port; flight envelope protection; fault detection and isolation.

• Navigation and Flight Management Systems: trajectory design; flight director design.

• Flight Control Analysis and Flight Test Evaluation: aircraft handling qualities; human-machine interface; pilot-in-the-loop; robustness and performance analysis on flight con-trolled systems.

Technical Area ChairJong-Yeob ShinGulfstream Aerospace CorporationSavannah, GA912.965.4022 • 912.965.3367 FAXE-mail: [email protected]

Technical Area Co-ChairWinfried LohmillerCassidian Air SystemsRechliner StrasseManching 85077Germany+49 8459 8179139E-mail: [email protected]

Spacecraft Guidance, Navigation, and ControlPapers are sought that deal with topics specific to GN&C of

on-orbit flight of single space vehicles. Areas of interest include:

• Attitude and Orbit Dynamics, Determination, and Control: applications of attitude estimation and control; orbit estimation and control; momentum control, payload pointing and articula-tion; adaptations of computer software for spaceflight use; and sensor and actuator selection and distribution. Theoretical dis-cussions should be supported by simulation, test, and/or flight performance data where possible.

• Innovative Techniques to Improve Performance: applica-tions involving existing sensors and actuators; reduction of structural dynamic interaction resulting from instrument articu-lated mass motion, GN&C actuation, and thermally induced disturbances; tolerance to failures in sensors, actuators, and structural integrity. Discussions on system-level error sources affecting GN&C functions are also encouraged.

• GN&C Systems for Space Missions: International Space Station and its resupply and servicing vehicles; Earth and space science missions; unclassified topics concerning defense and surveillance satellites; small satellites; low-Earth-orbiting and geostationary communications satellites; and small satellites of the future.

For papers that concern multiple vehicles, such as formations, constellations, and rendezvous and docking, authors should submit to the Multi-Vehicle Control topic area. For papers that concern ascent and entry, authors should submit to the Space Exploration and Transportation GN&C topic area.

• Redundancy Management: redundancy management of mul-tiple sensors and effectors used by the control laws; voting, selection, and tests; verification and validation of redundancy management schemes; implementation in real-time software.

• Bio-Inspired Control Methods: control and optimization algo-rithms inspired by natural existing phenomena; genetic algo-rithms, evolutionary algorithms, and swarming algorithms.

Technical Area ChairYunjun XuDepartment of Mechanical, Materials, and Aerospace EngineeringThe University of Central FloridaEngineering Bldg. 1, Room 318 4000 Central Florida Blvd.Orlando, FL 32816407.823.1745 • 407.823.0208 FAXE-mail: [email protected]

Technical Area Co-ChairAshwani ChaudharyBoeing Defense, Space & SecurityMC 110-SK842600 Westminster BoulevardSeal Beach, CA 90740562.797.3016 • 562.797.3050 FAXE-mail: [email protected]

Novel Navigation, Estimation, and Tracking MethodsPapers are sought that develop new theory, approaches, and

applications associated with navigation, estimation, and tracking. Broad subject areas include navigation techniques; path plan-ning; tracking methods; and estimation. Examples of specific topics within the broad subject areas include:

• Navigation Techniques: biologically-inspired navigation; vision-based navigation; X-ray source-based navigation; terrain-guided navigation; radio navigation; autonomous navigation and control (including integrated GPS and inertial navigation); simultaneous localization and mapping.

• Path Planning: path optimization; trajectory prediction; forma-tion flying.

• Tracking Methods: nonlinear and multi-hypothesis tracking; data association; combined detection/tracking; sensor man-agement; situational awareness; geolocation.

• Estimation: parameter estimation; robust and adaptive filtering; nonlinear filtering and smoothing; nonlinear observers; distrib-uted estimation; hybrid estimation; integrated estimation/control.

Papers that emphasize missions and systems should be submitted to the Aircraft, Spacecraft, Missile, or Mini/Micro Air Vehicle GN&C topic areas.

Technical Area Chair Jason K. HuiBAE SystemsP.O. Box 868, MER15-2350Nashua, NH 03061-0868603.885.0646 • 603.885.9819 FAXE-mail: [email protected]

Technical Area Co-ChairYang ChengDepartment of Aerospace EngineeringMississippi State UniversityP.O. Box AMississippi State, MS 39762-5501662.325.4236 • 662.325.7730 FAXE-mail: [email protected]


• Trajectory Optimization: design and analysis of control laws to achieve optimum trajectories for intercept guidance and reen-try applications.

• Computer-Based Design and Analysis Techniques: advances in numerical guidance and control design and analysis meth-ods including adjoint simulations.

• Missile Applications: GN&C designs for specific applications such as ship defense and national or theater missile defense systems.

Technical Area ChairScott WellsRaytheon Missile SystemsFlight Control Dept., GNC CenterBldg. 805, M/S M4Tucson, AZ 85734520.545.8716 • 520.794.9570 FAXE-mail: [email protected]

Technical Area Co-ChairJohn ChristianNASA Johnson Space CenterGN&C Autonomous Flight Systems BranchBuilding 16, Room 224281.483.7465E-mail: [email protected]

Multi-Vehicle ControlPapers are sought that address the challenges and missions

associated with multi-vehicle control. Broad subject areas include cooperative decision and control of autonomous agents, forma-

Technical Area Chair Daniel ChoukrounDepartment of Space Engineering Delft University of TechnologyKluyverweg 12629 HS DelftThe Netherlands+31-(0)152782079E-mail: [email protected]

Technical Area Co-ChairScott StarinNASA Goddard Space Flight CenterAttitude Control Systems Engineering Branch, Code 591Greenbelt, MD 20771301.286.5531 • 301.286.0369 FAX • 301.789.4506 CellE-mail: [email protected]

Missile Guidance, Navigation, and ControlPapers are sought that relate to GN&C of missiles, launch

vehicles, and reentry vehicles. Topics include design, analy-sis, simulation, and test of complete systems or subsystems. Examples of specific topics within the broad subject areas are:

• Modern Autopilot/Guidance Approaches: applications of mod-ern robust and adaptive control algorithms to missile control, guidance, and integrated guidance and control.

• Estimation and Filtering Algorithms: novel approaches to esti-mation in missile applications, particularly for achieving high performance with lower fidelity sensors or multiple dissimilar sensors.

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• Multidisciplinary Design and Optimization: novel optimal tra-jectory design and/or online trajectory reshaping methodolo-gies; coupling between the propulsion system, aerodynamics, thermodynamics, control system, and vehicle structure.

Technical Area ChairUday J. Shankar Space DepartmentMission Design, Guidance, and Controls GroupJohns Hopkins University Applied Physics Laboratory11100 Johns Hopkins RoadLaurel, MD 20723240.228.8037E-mail: [email protected]

Technical Area Co-ChairChristopher D’SouzaEG6, Johnson Space CenterHouston, TX 77059832.221.1060E-mail: [email protected]

Guidance, Navigation, and Control Concepts in Air Traffic Control Systems

Papers are sought that describe innovative methods for imple-menting GN&C concepts in air traffic control (ATC) systems, and for modeling, simulation, and analysis of such systems. Near-term implementation issues such as the development and testing of new ATC decision support tools, and advanced ATC concepts for automated separation assurance, weather integration, plan-ning and scheduling, and reducing environmental impact of aviation are of interest. Papers that describe operational issues for existing ATC systems, lessons learned from past experience, or field test/evaluation activities are also encouraged. Example areas of application are:

• Development and Testing of New ATC Decision Support Tools: decision support tools for integration of new vehicles (e.g., unmanned aerial systems); surface traffic management; conflict detection and resolution; traffic flow management at regional and national levels; airspace configuration for capac-ity management; integration of capacity management, traffic flow management, and separation assurance; human-in-the-loop evaluation of decision support concepts and tools.

• Advanced ATC Concepts for Automated Separation Assurance: concepts and algorithms for ground-based and airborne separation assurance; integrated air-ground sepa-ration assurance; guidance using cockpit display of traffic information; benefit assessment of data-link communication, GPS-based navigation, surveillance, and four-dimensional tra-jectories; methods for conflict detection and resolution on the airport surface.

• Weather Integration: analysis of forecasted weather accuracy; improved prediction of weather; translation of weather infor-mation into air traffic impact; algorithms for routing around weather; accounting for weather prediction uncertainty in flow management decision making, separation assurance, and scheduling.

• Planning and Scheduling: trajectory-based taxi planning and runway scheduling algorithms; gate departure time predic-tion; methods for improved forecasting of airspace demand and capacity; aggregate flow models; traffic flow management algorithms; techniques for including airline preferences in traf-fic management decisions; integrated en route and terminal area traffic management.

• Reducing Environmental Impact of Aviation: assessment of the environmental impact of aviation; predicting impact based on environmental conditions; relating contrail avoidance and

tion flight of air/space vehicles, and mixed initiative control of semi-autonomous teams. Platforms include UAVs, Unmanned Combat Air Systems (UCAS), Unmanned Ground Vehicles (UGVs), Unmanned Underwater Vehicles (UUVs), Wide Area Search Munitions (WASMs), and satellite constellations and/or clusters. Examples of specific topics within the broad subject areas are:

• Cooperative Decision and Control of Autonomous Agents: cooperative task assignment and trajectory optimization; biologically-inspired group behavior and control schemes.

• Formation Flight of Air/Space Vehicles: aircraft formation flight for drag savings; distributed aperture satellite formations; swarming, platooning, mobile sensor networks.

• Mixed Initiative Control of Semi-Autonomous Teams: team auto-routing and coordinated rendezvous.

• Cooperative Control with Uncertainty: effects of realistic atmo-spheric conditions on flight control; noisy navigation or unreli-able propulsion systems.

Technical Area ChairDerek A. PaleyDepartment of Aerospace EngineeringUniversity of Maryland3150 Glenn L. Martin HallCollege Park, MD 20742301.405.5757 • 301.314.0213 FAXE-mail: [email protected]

Technical Area Co-ChairAndrew FlemingResearch Scientist, Aerospace EngineeringLeffler Consulting, LLC4801 Stonecroft Blvd., Suite 210 / #E2071Chantilly, VA 20151571.262.2763E-mail: [email protected]

Space Exploration and Transportation Guidance, Navigation, and Control

Papers are sought that address GN&C design and challenges for space exploration and space transportation systems. Broad areas include mission studies for human exploration, unmanned missions, GN&C algorithms for ascent, entry and on-orbit phases of flight, GN&C architecture and rapid prototyping, novel sensors, novel actuators and grappling mechanisms, multidisci-plinary design and optimization. Examples of specific subjects within these broad areas include:

• Human Exploration Missions: NASA Human Spaceflight Exploration (MPCV, CEV, etc); new capabilities required for manned asteroid, lunar, and Mars missions; ascent or entry flight phases on Earth (for the CEV, CLV), the moon, aster-oids, and other planets (for exploration missions).

• Unmanned Missions: improved autonomy, capability, and reliability.

• Reusable Vehicles: next-generation systems involving hyper-sonic entry vehicles, reusable launch vehicles (RLVs), or sys-tems with reusable stages.

• GNC Algorithms: entry, ascent, rendezvous, on-orbit, and landing.

• GNC Architecture and Rapid Prototyping: new guidance, con-trol, or mission planning approaches that will reduce develop-ment costs, reduce turnaround time for planning and redesign, or present synthesis tools that support rapid trade-space analysis for new vehicle concepts.

• Novel Sensors: sensing systems for rendezvous, ascent, land-ing, and deep-space operations.


Mini/Micro Air Vehicle Guidance, Navigation, and ControlPapers are sought that address the challenges and missions

associated with mini and micro air vehicles (MAVs), i.e., vehicles that are small enough to be human-portable. Fixed wing, rotary wing, and flapping wing developments are all welcome. Main topic areas include:

• Flight Dynamics and Control: dynamic modeling of fixed, rotary, and flapping wing MAVs; effects of realistic atmospheric conditions on modeling and flight control; implications of low-Reynolds numbers on the mechanics and control of flight; flight control architectures for MAVs; bird and insect inspired flight.

• Experiments: new empirical unsteady aerodynamic mod-els; low-Reynolds number aerodynamic force and moment characterization; identification of actuator characteristics; fluid-structure interaction characterization and implications for control design.

• New Designs/Capabilities: sensor processing and control algorithms that enable autonomous perching; atmospheric energy harvesting, new vehicle designs, and the interaction between the vehicle design and control synthesis process.

• Sensors and Data Fusion: state estimation algorithms suit-able for implementation on MAVs vehicles; navigation in GPS denied environments is of particular interest.

• Trajectory Planning: effects of realistic atmospheres on flight trajectories; planning algorithms suitable for implementation on mini/micro air vehicles.

• Power Systems and Actuators: high-voltage low-current power conversion for piezoelectric actuators for MAVs; battery or fuel cell improvements.

Please note that papers dealing with large UAVs or human/UAV interaction should be directed to the Human and Autonomous/Unmanned Vehicle Systems technical area, and papers dealing with multiple unmanned vehicles (large or mini/micro) should be directed to the Multi-Vehicle Control technical area.

Technical Area ChairKamesh SubbaraoMechanical and Aerospace Engineering DepartmentThe University of Texas at Arlington500 W. First St., Box 19018, 211 Woolf HallArlington, TX 76019-0018817.272.7467 • 817.272.5010 FAXE-mail: [email protected]

Technical Area Co-ChairSteven WaslanderMechanical and Mechatronics Engineering DepartmentThe University of Waterloo200 University Ave.Waterloo, ON N2L 3G1Canada519.888.4567 x32205E-mail: [email protected]

Human and Autonomous/Unmanned SystemsPapers are sought that describe the principles and method-

ologies for effective collaboration of humans and autonomous/unmanned systems (e.g., ground/air/space-based platforms). Proposed advances should include theoretical foundations and autonomy technologies for design, implementation, verification, and validation of unified human and autonomous/unmanned sys-tems that are capable of distributed intelligent sensing, onboard planning and execution, and collaborative distributed decision making. Papers that address the R&D challenges pertaining to future flexible autonomous/unmanned systems in support of human-centered missions, in simulation, laboratory implementa-

extra fuel consumption; models and algorithms for estimating and reducing fuel consumption and exhaust gases.

Technical Area ChairGano B. ChatterjiNASA Ames Research CenterMail Stop 210-8Moffett Field, CA 94035-0001650.604.1639E-mail: [email protected]

Technical Area Co-ChairCraig R. WankeThe MITRE Corporation7515 Colshire DriveMcLean, VA 22102-7508703.983.3634 • 703.983.1226 FAXE-mail: [email protected]

Sensor Systems for Guidance, Navigation, and ControlPapers are sought that describe novel stand-alone sensors,

integrated sensor systems and innovative sensing techniques for GN&C of airborne or surface, manned or unmanned vehicles. Papers describing innovative research, development, design, and integration work with illustrative GN&C sensor systems applications are highly encouraged. Examples of specific sub-jects within these broad areas include:

• Hardware Design and Testing: testing and performance evalu-ation results from actual hardware; new techniques for design-ing, modeling, simulating, prototyping, and fielding of sensor systems that support GN&C.

• Miniaturization of Sensor Systems: miniaturization of hardware and applications of relevant micro and nano-technologies.

• Application Areas: autonomous navigation in GPS-denied environments; novel inertial guidance and control sensors; mobile ad hoc networks for swarming unmanned vehicles; networked sensors for vehicle control and navigation; syn-thetic vision for autonomous navigation, obstacle avoidance, collision avoidance and autonomous landing; controlled atmo-spheric reentry; and planetary robotic missions.

Because of the broad application of sensor systems in GN&C, some papers may be better suited in application-specific tech-nical areas such as Aircraft GN&C, Spacecraft GN&C, Multi-Vehicle Control, and Mini/Micro Air Vehicle GN&C. Please refer to individual technical area descriptions for further details and feel free to contact the technical area chairs with questions on which area would be best for specific topics.

Technical Area Chair Adam M. FosburyMission Design, Guidance and Control GroupSpace DepartmentJohns Hopkins University Applied Physics Laboratory11100 Johns Hopkins RoadLaurel, MD 20723443.778.3824E-mail: [email protected]

Technical Area Co-Chair Eric W. FrewAssistant ProfessorResearch and Engineering Center for Unmanned AircraftAerospace Engineering DepartmentUniversity of Colorado at Boulder429 UCBBoulder, CO303.735.1285E-mail: [email protected]


Technical Area ChairHugh LiuUniversity of Toronto Institute for Aerospace Studies4925 Dufferin StreetToronto, Ontario M3H 5T6Canada416.667.7928 • 416.667.7799 FAXE-mail: [email protected]

Technical Area Co-ChairSoon-Jo ChungDepartment of Aerospace EngineeringUniversity of Illinois at Urbana-Champaign104 South Wright StreetUrbana, IL 61801217.244.2737E-mail: [email protected]

Aerospace Robotics and Unmanned/Autonomous SystemsThis area includes GN&C design and challenges related

to robotics and unmanned/autonomous systems, as well as research related to handling and operations. In particular, papers that relate to autonomous systems, such as cooperative ground-based vehicles, UAVs, planetary rovers, and robotics for spacecraft servicing missions are welcome. Broad subject areas include: sensor/data fusion for navigation and perception; trajec-tory planning and tracking; and dynamical modeling and control of robotic vehicles and manipulators.

• Sensor/Data Fusion: sensor-based navigation, including simul-taneous localization and mapping (SLAM) concepts; vision-based navigation systems using optical flow, occupancy grids, potential fields, and global and inertial navigation systems.

• Trajectory Planning and Tracking: methods of trajectory plan-ning and tracking for single or multiple vehicles in uncertain environments, including optimal trajectory planning and proba-bilistic methods.

• Dynamical Modeling and Control: equations of motion for unique robotic or unmanned/autonomous vehicles or robotic manipulators, including the treatment of motion or dynamic constraints, and control challenges related to the dynamics of the vehicles or robotic manipulators.

Papers specifically related to the design and control of Mini/Micro Aerial Vehicles (MAVs) may be better suited in the Mini/Micro Air Vehicle GN&C technical area unless they have a strong robotics aspect; and, papers specifically related to distrib-uted and cooperative control of multi-vehicle systems may be better suited in the Multi-Vehicle Control technical area unless they have a strong robotics aspect.

Technical Area ChairJurek Z. SasiadekDepartment of Mechanical and Aerospace EngineeringCarleton UniversityRm. 2190, MacKenzie Bldg.1125 Colonel By DriveOttawa, Ontario K1S 5B6Canada613.520.2600 ext. 5698 • 613.520.5715 FAXE-mail: [email protected]

Technical Area Co-ChairMarcello RomanoU.S. Naval Postgraduate SchoolMonterey, CA 93940831.656.2885 • 831.656.2238 FAXE-mail: [email protected]

tions, or flight-testing will be considered preferentially. Examples of specific topics within the broad areas include:

• Distributed Intelligent Sensing: temporal and functional multi-layered hierarchies and decision support approaches; processing, exploiting, and disseminating information for comprehensive and continuous domain awareness; metrics guiding distributed autonomous/unmanned systems and net-work resources; as well as active and compressive sensing.

• Onboard Planning and Execution: hierarchical decomposi-tions of autonomous dynamic teams; open and distrib-uted architectures of diverse resources including tactical autonomous/unmanned systems and/or theater-level human systems; multi-level concepts and frameworks with cross-domain interaction strategies and peer-to-peer tactics and actions.

• Collaborative Distributed Decision Making: integrating mission planning, human-centered systems, capabilities and effects of autonomous/unmanned systems to determine effective employment strategies for autonomous/unmanned systems and assets in response to high-level user needs; distributed resource management frameworks and network optimization strategies for resource allocation (including communications resources); and efficient computational algorithms to evaluate new metrics for near real-time optimization tactics and mixed initiative control and coordination.

Technical Area ChairKhanh D. PhamAir Force Research LaboratorySpace Vehicles Directorate3550 Aberdeen Ave. SEKirtland AFB, NM 87117505.846.4823 • 505.846.7877 FAX • 505.331.6995 CELLE-mail: [email protected]

Technical Area Co-ChairJohn G. ReedUnited Launch AllianceP.O. Box 277005Littleton, CO 80127303.971.4136 • 303.909.1543 CELLE-mail: [email protected]

Intelligent Control in Aerospace ApplicationsPapers are sought that deal with the theory and application of

all aspects of intelligent control within aerospace GN&C. Papers are sought that present innovative developments; implementa-tion and certification issues; controller and estimator design; and intelligent control and estimation for a variety of aerospace applications.

• Controller and Estimator Design: controllers and estimators designed using rule-based and model-based techniques, artifi-cial neural networks, fuzzy logic, machine learning, evolution-ary algorithms, and bio-inspired control techniques.

• Applications: intelligent control and estimation applications for aircraft, missiles, spacecraft, smart autonomous vehicles, mission-planning management, multi-objective control, sys-tem integration, fault detection, identification, and accommo-dation issues.

Particular interests are in the stability and robustness of complex distributed control tasks, as well as in real-time imple-mentation. Papers focusing on adaptive control theory should be submitted to the Control Theory, Analysis, and Design tech-nical area.


the Session Proposal Packet, and submit the Session Proposal Packet as one file to the technical chair and co-chair listed below.

Session Proposal Packet: The Session Proposal Packet must contain a Summary Statement describing the motivation and relevance of the proposed session, session organizer contact information, and an Extended Abstract of at least 1,000 words for each invited paper. The technical chair and co-chair will notify each organizer of the acceptance or rejection of their session by 6 January 2012. The organizers of the accepted sessions will also receive instructions for building their invited sessions once all individual papers have been submitted.

Individual Paper Submission: Following the acceptance of an invited session, the individual extended abstracts for a session must be electronically submitted to the “Invited Session” area by the session organizer, or the individual contributing authors, and must include each author’s name, affiliation, address, phone num-ber, and e-mail address. The individual extended abstracts must be submitted by the conference abstract deadline of 19 January 2012, and final manuscripts are due 23 July 2012. Authors of individual papers should send their paper tracking number to the organizer of their session.

Evaluation of Individual Papers: Please note that at the dis-cretion of the Technical Program Committee, individual papers may be rejected and/or removed from proposed sessions and replaced by an appropriate contributed paper. Likewise, selected papers from rejected Invited Sessions may be placed into the regular program.

Technical Area ChairTannen S. VanzwietenEV41 / Control Systems Design and Analysis BranchNASA Marshall Space Flight CenterHuntsville, AL 35812256.9961.1509E-mail: [email protected]

Technical Area Co-ChairMark J. BalasDepartment of Electrical and Computer EngineeringUniversity of Wyoming1000 E. University AvenueLaramie, WY 82071307.766.5599 • 307.766.2248 FAXE-mail: [email protected]

AIAA ATMOSPHERIC FLIGHT MECHANICS CONFERENCE

SynopsisThe AIAA Atmospheric Flight Mechanics (AFM) Conference

provides a forum for presentation and discussion of all techni-cal areas related to atmospheric flight. It brings together experts from industry, government, and academia on an international level. Presentations will cover the topics of aircraft dynamics, unsteady and high-angle-of-attack aerodynamics, flying qualities, system identification, aerospace vehicle flight testing, projectile and missile dynamics, UAVs, MAVs, NAVs, expendable and reusable launch vehicles, airships and hybrid airships, and reen-try and aeroassist vehicles. These technical sessions consist of formal presentations followed by an informal discussion. They are intended to serve as a platform to bring together experts and interested people, not only to discuss technical aspects, but also to cultivate professional relationships.

Draft Manuscript Submission Guidelines for AFM Conference

Paper selection for this conference will be based on a full-length draft manuscript of the proposed technical paper. Drafts

Invited Sessions(Proposal Deadline is 16 December 2011)Invited session proposals are solicited in any of the topic

areas listed above as well as in new or emerging technical areas. Papers in an invited session should form a cohesive focus on the relevant topic. Inclusion of a reasonable diversity of viewpoints is encouraged.

Procedure: The procedure for submitting an invited session proposal is different from the normal paper submission proce-dure. The invited session organizer will submit the entire session as a whole to BOTH the technical chair and co-chair below by 16 December 2011. Invited session organizers should invite authors to participate, collect the required information, assemble

Graduate Student Paper Competition Papers are sought from graduate students on GN&C technical research topics, from which six finalists will be elected by a panel of judges for inclusion in the AIAA GN&C Conference. Finalists will make two presentations at the con-ference: once in the Graduate Student Paper Competition session on Sunday, 12 August 2012 from 1800–2200 hrs, and again in an appropriate regular session.

Manuscript submission eligibility requirements:

• Primary or sole authorship by a graduate student enrolled at an institution of higher learning (any second author must be the graduate advisor, no more than two authors are permitted) • Author in good academic standing at the time of submission • Manuscript content represents the work of the author• Full draft manuscript not exceeding a total length of 15 pages• Manuscript submitted by 5 January 2012 (earlier than regular papers for selection process)

Finalists will receive:

• Complimentary student registration• Awards Luncheon ticket• Recognition at the Awards Luncheon• $1,200 award after attending and presenting at both sessions

The overall best paper and presentation will be selected from the Graduate Student Paper Competition session; this winner will be presented with a $2,500 award and recogni-tion at the Awards Luncheon. Questions should be referred to the Technical Area Chair or Co-Chair below:

Technical Area ChairNorman Fitz-CoyDepartment of Mechanical and Aerospace EngineeringUniversity of FloridaP.O. Box 116250Gainesville, FL 32611-6250352.392.1029 • 352.392.7303 FAXE-mail: [email protected]

Technical Area Co-ChairJulie J. ParishDepartment of Aerospace EngineeringTexas A&M UniversityH.R. Bright Building, Rm. 701Ross Street - TAMU 3141College Station, TX 77843-3141E-mail: [email protected]


powered flight and wing-borne flight and flying qualities guidelines for STOVL mode flight.

• Projectile and Missile Dynamics and Aerodynamics—Dynamics and aerodynamics of missiles and projectiles, both powered and unpowered. Subtopics include: bodies with cir-cular and noncircular cross sections; roll-stabilized and spin-stabilized missiles and projectiles; the application of compu-tational methodologies to the prediction of aerodynamic char-acteristics, especially roll-coupling and high-angle-of-attack effects; launch dynamics of both surface- and air-launched missiles; measurement, numerical computation, and estima-tion of dynamic stability and control derivatives; incorporation of analysis, experimental results, and computational predic-tions into six DOF trajectory simulations; and analysis of flight test data.

• System Identification and Parameter Estimation—Papers are desired on techniques for extracting aerodynamic data from flight-test, dynamic wind tunnel, or free flight model experiments. Topics of interest include: modeling of nonlinear or time-dependent aerodynamic effects; techniques for model structure determination; the effects of active controls; incor-poration of results into simulation and analysis databases; vehicle flexibility; techniques for the high-angle-of-attack flight regime; flight path reconstruction techniques; estimation of air data and flow-field parameters; identifiability issues; experi-ment design; and results obtained for conventional as well as new or unusual vehicle configurations.

• Reentry and Aeroassist Vehicle Technology—Dynamics of entry into the Earth’s or other planetary bodies’ atmospheres. Subtopics include computational aerothermodynamics, aero-assist orbit transfer vehicles, tethered satellite applications, technology concerning development of high L/D vehicles, hypervelocity and impact technology, trajectory optimization, maneuvering of reentry vehicles, ablation and erosion effects, and low density atmospheric flight mechanics.

• Launch Vehicles—Flying qualities throughout the flight enve-lope, innovative design concepts, trajectory optimization, aero-thermal environments, reusability, and the effects of solar wind, orbital debris, radiation hazards, and hardening on trajectories.

of proposed papers must be unclassified and not exceed a length of 36 standard-size, double-spaced, typed pages (including equations, figures, and tables), where each normal-sized figure counts as one page. Each draft must begin with a 100- to 200-word abstract, and an introduction that includes a brief assessment of prior work by others and an explanation of the paper’s main contributions. The body of the manuscript must include sufficient detail to allow an informed evaluation of the paper. At a reduced chance of acceptance, in lieu of the full-length draft manuscript, authors can submit an extended abstract of at least 1500 words that includes major results of the work backed by illustrative figures. A few succinct data figures that clearly show actual results are mandatory. Submissions not meeting the above criteria will not be considered for acceptance.

Technical AreasTechnical papers discussing any and all areas of interest in

atmospheric flight are solicited for the AIAA AFM Conference. Student papers are also eligible for the Best Student Paper Competition, which has a $500 prize. Papers are invited that address new findings and/or innovative approaches in compu-tational, experimental, or theoretical development; flight test-ing; research and development; or simulation results. Areas of interest for this conference include, but are not limited to: aerodynamic performance; trajectories, attitude dynamics, and evaluation of conventional aircraft as well as vehicles of unusual configurations, including unmanned systems and unmanned combat aerial vehicles (UCAV), expendable and reusable launch vehicles (ELV/RLV), and short take-off vertical landing vehicles (STOVL); hypersonic platforms; flying qualities and aircraft-pilot coupling phenomena; missiles; spacecraft; reentry vehicles and vehicles moving through planetary atmospheres; response to atmospheric disturbances, and bio-inspired flight mechanics. In addition, papers are encouraged that deal with education and design in the field of atmospheric flight mechanics, multidisci-plinary efforts, and international collaboration projects. The areas of interest above will be organized into the following topics:

• UAVs and Unmanned Systems—All aspects of UAVs and MAVs, particularly those addressing innovative control effec-tors, operator interface flying qualities throughout the flight envelope, trajectory and flight path optimization, flight test results, and related subjects.

• Aircraft Dynamics—Interaction between aerodynamics and aircraft motion across the flight spectrum (subsonic, transonic, supersonic, and hypersonic). Subtopics include: effects of configuration changes on aircraft stability, control, and air data systems; store separation; determination of stability and control derivatives and analysis; departure prevention and spin characteristics; flight mechanics of aircraft upset and upset recovery; atmospheric disturbance response and control of such disturbances; trajectory optimization; and flow-field effects. All airframe types, from general aviation to trans-atmospheric, are appropriate topics for consideration.

• Aircraft Flying Qualities—Flying qualities of aircraft. Topics of interest include aircraft-pilot coupling phenomena, control-lers with associated aerodynamic and feel characteristics, displays with associated lag characteristics/placement/ade-quacy, and pilot-vehicle interface in general. Because pilot opinion is the final determination of flying qualities, papers are sought on the design of specific simulation and flight test maneuvers for flying-qualities evaluation. Other topics include: development and validation of criteria; design tools and procedures to satisfy criteria; techniques to analyze and verify compliance on highly augmented and highly maneuver-able aircraft; flying qualities of UAVs, UCAVs, and MAVs; and flying qualities of STOVL aircraft transitioning between

AIAA ATMOSPHERIC FLIGHT MECHANICS CONFERENCE

General ChairSteven C. Komadina

Northrop Grumman Aerospace SystemsOne Space Park, M/S R11/1662

Redondo Beach, CA 90278310.813.4798


Technical Program ChairsMark H. Lowenberg

Department of Aerospace EngineeringUniversity of Bristol

Bristol, BS8 1TRUnited Kingdom

+44.117.331.5555E-mail: [email protected]

Clay HardenHonda Aircraft Company Greensboro, NC 27410

336.662.0246 x1433E-mail: [email protected]


or short abstracts electronically to the invited session area of the conference Web site by 19 January 2012. Please note that incorporation of the proposed Invited Session and Workshop at the 2012 AIAA AFM Conference will be at the discretion of the Technical Program Chairs. Furthermore, in consultation with the prospective organizer, individual papers may be removed from the proposed invited session and/or put in the regular session. Likewise, normal contributed papers may be put in the invited session.

• Unsteady and High Angle-of-Attack Aerodynamics—Aerodynamic characteristics of aircraft and missiles operat-ing in a nontraditional part of the flight envelope (e.g., high angles-of-attack or sideslip, large angular rates). Of particular interest are unsteady and nonlinear aerodynamic character-istics, concepts for improved aerodynamic control effective-ness, dynamic lift and super-maneuverability, symmetric and asymmetric vortex wake structures, vortex breakdown, com-putational fluid dynamics techniques applicable to vortical and separated flows, and math modeling approaches to represent the dynamic characteristics in simulation studies.

• Linear and Nonlinear Equations of Motion—Classes of ordinary differential equations; nominal and perturbation solu-tions; axis systems, Euler angles, rotations, and transforma-tions; integration of nonlinear differential equations; stability and control derivatives; unsteady aerodynamic effects; sepa-ration of equations into longitudinal and lateral-directional sets; and numerically implemented qualitative methods, their applications, and the results of these applications.

• Atmospheric Flight Mechanics Education—Papers are sought from industry, government agencies, and universi-ties that deal with all aspects of atmospheric flight mechan-ics education at both undergraduate and graduate levels in aerospace engineering curricula. Topics include: the needs of industry and government agencies; support needed to advance the state of the art; techniques for keeping up with the fast pace of research, especially at the undergraduate level; and innovative and realistic approaches to education.

• Vehicle Flight Test—All aspects of testing atmospheric and exospheric flight vehicles, particularly as they pertain to the vehicle flight mechanics. Topics of interest include: flight evaluation of novel control systems or vehicle configurations; development and implementation of new maneuvers, meth-ods, or tools for testing that provide new insight into flight mechanics; presentation of data analysis and testing results for important or unique vehicles; and modeling and simulation techniques used in support of flight test.

• Bio-Inspired Flight Mechanics—Flight mechanics of bio-inspired flight technologies and concepts, such as micro and nano air vehicles (MAVs, NAVs). Such vehicles present unique technological challenges on multiple levels including aerodynamics, performance, mission endurance, sensors, and flight GN&C. Topics of interest include flight mechanics of birds, insects, and bio-inspired air vehicles; and modeling of coupled unsteady aerodynamics and flight dynamics for maneuvers such as flapping, hovering, and perching.

• Airships and Hybrid Airships—All areas of flight mechanics related to airships and hybrid airships.

Invited Sessions and WorkshopsInvited sessions and workshops are solicited in any of the

areas listed above and in related and new or emerging technical areas. Such an invited session or workshop should form a cohe-sive focus on the particular topic. It will be the job of the invited session/workshop organizer to contact and confirm the expert speakers in advance. Any potential invited session/workshop organizer should contact the Technical Program Chairs well in advance of the submittal deadline for approval. Workshops may be conducted on an informal basis and limited to presenta-tions without written manuscripts, if deemed appropriate by the organizer. The proposal for the invited session or workshop must contain 200- to 300-word abstracts of the papers, and each author’s name, affiliation, address, phone number, and e-mail address. Authors must submit all appropriate informa-tion to the invited session organizer by 12 January 2012. Upon approval of a special session, the session organizer will notify authors of the invited papers to upload their draft manuscripts

Best Atmospheric Flight Mechanics Student Paper Competition—Winner Receives

Certificate and $500 AwardThe AIAA Atmospheric Flight Mechanics Technical

Committee, with the support of Calspan Corporation (www.calspan.com), is sponsoring a Best Student Paper Competition at the 2012 AIAA AFM Conference. Entrants will be judged by Technical Committee members and the winner will receive a certificate and $500 award to be pre-sented at the conference awards luncheon.

To be eligible for this award, the student must be the primary author of the paper and the work must have been performed while the author was a student. Please note that prior winners of the AFM student paper competition are not eligible. The student author must also: 1) be a member of AIAA; 2) present the paper at the conference; 3) indicate “Student Paper” at the time of electronic draft manuscript submittal (19 January 2012; refer to submittal guidelines); 4) send an electronic copy of the final paper by 2 July 2012 to the competition administrator, Brenna Stachewicz (716.667.6420), at [email protected]; and 5) along with the final paper, include a cover letter from his/her advisor stating that the student did the majority or a sig-nificant amount of the research in question.

Students will present their papers twice: on the first day of the conference for judging so that the award may be pre-sented at the awards luncheon, and then during a regular technical session in an appropriate topic area. Students should submit their draft manuscripts online to an appro-priate, regular technical session (i.e., Aircraft Dynamics, Aircraft Flying Qualities, etc.) according to the conference guidelines above. At the time of submittal, students should indicate that the manuscript is also being submitted for consideration in the Student Paper Competition. Students will be contacted by a conference organizer to confirm their participation in the competition. Students should submit their final manuscript to the conference technical session per the guidelines above, and should additionally send an electronic copy of the paper to the competition administra-tor for judging. Note that the deadline for submittal to the competition administrator is earlier than the conference final manuscript deadline.

The scoring for the award will be equally based on writ-ten paper content and audio presentation. The written paper will be judged on 1) relevance of the topic to atmospheric flight mechanics (see list of sample session groupings in this call for papers); 2) organization and clarity of the paper; 3) appreciation of the technical issues and sources of errors; and 4) meaningful conclusions of the research. The audio presentation will be judged for overall presenta-tion clarity, including 1) background and problem definition statement; 2) explanation of technical approach; and 3) explanation of research results.


of the essential cues required for flight, and the reproduction of these cues in a simulator. A related topic is the application of existing knowledge on perception and cueing for under-standing and measuring simulation fidelity. Papers on human factors related to the pilot-vehicle interface and human opera-tor modeling are also encouraged. There is considerable past and present research in this field, and papers are greatly encouraged that involve presentation of new data, re-exami-nation of old data, cueing algorithm and method development, novel tools and analysis, etc.

• Motion Systems—Papers are sought involving all aspects in the design, development, and use of motion systems. Motion systems play a critical role in the field of simulation. With sec-tors of the industry requiring their use, presentations in this field are highly encouraged. Papers are encouraged that dis-cuss novel motion configurations and hardware as well as the application of motion for research and training.

• Visual Systems and Image Generation—Papers are sought in the area of visual systems and image generation. Visual systems play an important role in simulation. Traditionally, this includes such uses as out-the-window displays, sensor dis-plays, control room and simulation displays, and displays for various UAV and system control stations. As remote sensors are also increasingly used for navigation, accurate, physics-based image generation is required for test of these systems. The technologies supporting this field are constantly evolving and information about the latest technologies can be lever-aged to improve simulation fidelity and effectiveness. Papers are encouraged in all areas of visual system and image gen-eration development and use.

• Simulation/Simulator Testing and Validation—Papers are sought in the area of Simulation/Simulator Testing and Validation. As simulations are increasingly becoming the preferred method to test and evaluate systems, it is critical that they be validated. Papers are encouraged that address testing and validation methodologies, regulatory issues, and experiences with simulator validation, techniques, issues, and lessons learned.

• Hardware in the Loop—Papers are sought that involve all areas of the development and use of hardware in the loop simulations. As the complexity of GNC systems increases, the

AIAA MODELING AND SIMULATION TECHNOLOGIES CONFERENCE

SynopsisThe annual AIAA Modeling and Simulation Technologies con-

ference provides an opportunity for aviation and aerospace pro-fessionals interested in modeling, simulation, and simulators to gather and share their recent work and latest findings. The con-ference is attended by representatives of industry, government, and academia from all over the world, and is intended to foster collaboration and help build professional relationships. Experts willing to share their thoughts, as well as those people seeking fresh knowledge and ideas, are encouraged to participate. The conference format consists of multiple technical sessions cover-ing a wide range of topics in the field of modeling and simulation. Within each technical session is a series of formal presentations, each followed by informal question and answer.

Abstract Submission Guidelines for MST ConferenceProspective authors are asked to submit their work electroni-

cally through the AIAA Web site prior to the published deadline. Authors may submit either an extended abstract of 500 to 1,000 words, or a draft of the paper itself, if available. Draft papers must include a 100- to 200-word abstract. The manuscript, whether abstract or draft paper, must include discussion on the background and motivation for the work, as well as an explana-tion of the paper’s main contributions to the particular area(s) of interest, including examples of results. The inclusion of the paper in the conference will depend solely on the quality and detail of the submitted manuscript.

Technical AreasAuthors are invited to submit technical papers on topics relat-

ed to modeling, simulation, analysis, and simulators as applied to the fields of aviation and aerospace. Papers for this confer-ence will be grouped into technical sessions according to subject matter provided in the submitted manuscripts. Technical areas and topics of particular interest for this year’s forum include:

• Vehicle Dynamics, Systems and Environments—Papers are sought that describe the modeling of vehicle dynamics, vehicle systems, and the environments in which they operate. Papers are also welcome on the testing, verification, and vali-dation of these models.

• Simulation Design and Architecture—Papers are sought in the area of simulation design and architectures. As the variety and complexity of simulations increase, so does the need for supporting changes in simulation design and architecture. Technology changes and the increased use of commercial-off-the-shelf (COTS) products have also played a major role in the modification and development of simulation designs and architectures. Papers addressing these changes are encouraged, as are papers on the development and applica-tion of networked/distributed simulations and the development of standards that facilitate interaction of diverse simulation environments.

• Modeling Tools and Techniques—Papers are sought in the area of modeling tools and techniques. As the complexity of systems has increased, so has the need to rapidly prototype multiple design concepts to reduce development risks. Papers are encouraged that discuss novel tools and techniques that decrease the development time or increase the fidelity of dynamic models. Of particular interest are papers discussing the integration of COTS tools into existing simulation develop-ment processes and PC-based simulation.

• Human Factors, Perception, and Cueing—Papers are sought in the broad area of human factors, perception, and cueing systems. Of particular interest is the human perception

AIAA MODELING AND SIMULATION TECHNOLOGIES CONFERENCE

General ChairJon S. Berndt

Jacobs Technology2222 Bay Area Blvd. JE-B22S

Houston, TX 77058281.461.5333


Technical Program ChairsSteven D. Beard

NASA Ames Research CenterMS 243-1

Moffett Field, CA 94035-1000650.604.0036


Che-Hang C. IhThe Boeing Company

3564 Starline DriveRancho Palos Verdes, CA 90275



• Earth orbital and planetary mission studies• Expendable and reusable launch vehicle design, dynamics,

guidance, and control• Formation flying• History of the U.S. space program• Low thrust mission and trajectory design• Orbital dynamics, perturbations, and stability• Rendezvous, relative motion, and proximity missions• Satellite constellations• Spacecraft GN&C• Tracking, estimation, orbit determination, and space-

surveillance• Trajectories about libration points• Trajectory, mission, and maneuver design and optimization

Special SessionsProposals also are being considered for appropriate special

sessions, such as topical panel discussions, invited sessions, workshops, mini-symposia, and technology demonstrations. Prospective special session organizers should submit their pro-posals to the Technical Program Chairs. A proposal for panel discussion should include a session title, a brief description of the discussion topic(s), and a list of the speakers and their quali-fications. For an invited session, workshop, mini-symposium, or demonstration, a proposal should include the session title, a brief description, and a list of proposed activities and/or invited speakers and paper titles.

need to perform more detailed, accurate, and comprehensive simulations has increased. Topics of interest include develop-ment of System Integration Laboratories (SILs) for modern fly-by-wire systems, integration and testing of modern avionics and synthetic vision systems, and autonomous flight systems integration and testing.

• Air Traffic Management—Papers are sought that describe the use of simulation in Air Traffic Management (ATM) con-cept development, testing, and analysis. Topics of interest include, but are not limited to, real-time and non-real-time simulation studies that investigate ATM automation concepts and decision support tools, airspace and airport traffic model-ing methods, and model validation/verification experiences and methods.

• UAVs—Papers are sought in the area of UAV simulation. The variety and number of vehicles in this area are ever increas-ing, as are the missions they perform. This variety offers a number of new challenges to the field of simulation. Papers are sought on novel simulation techniques and technologies for UAV development, operator training, the development of operational concepts, etc.

• Space Systems—Papers are sought in the area of space systems simulation. The recent activity in the development of space exploration has resulted in considerable focus on this area of simulation. Topics of interest include real-time and non-real-time simulation in support of commercial and govern-ment space vehicle development (rendezvous and proxim-ity operations, lunar lander, etc.) and extraterrestrial robotic vehicle development.

• Other Topics—The use of modeling and simulation in the field of aviation and aerospace is an ever-expanding field. The potential topics are quite broad and papers are invited from areas of flight simulation and training not specifically men-tioned in this Call for Papers.

AIAA/AAS ASTRODYNAMICS SPECIALIST CONFERENCE

SynopsisThe 2012 Astrodynamics Specialist Conference, hosted by

AIAA and cosponsored by the American Astronautical Society (AAS), is organized by the AIAA Astrodynamics and AAS Space Flight Mechanics technical committees.

Abstract Submission Guidelines for ASC ConferenceAuthors must submit an extended abstract of at least 500

words, and a maximum of two pages with supporting tables and figures, in Portable Document Format (PDF) file. The extended abstract should provide a clear and concise statement of the problem to be addressed, the proposed method of solution, the results expected or obtained, and an explanation as to its sig-nificance to others. Papers will be accepted based on quality of the extended abstract, originality of the work and/or ideas, and anticipated interest in the proposed subject. Papers that contain experimental results or current data, or report on ongoing mis-sions, are especially encouraged.

Technical TopicsPapers are solicited on topics related to space flight mechan-

ics and astrodynamics, including, but not limited to:

• Artificial and natural space debris• Asteroid and non-Earth orbiting missions• Atmospheric reentry guidance and control• Attitude dynamics, determination, and control• Attitude sensor and payload sensor calibration• Dynamical systems theory applied to space flight problems• Dynamics and control of large space structures and tethers

AIAA/AAS ASTRODYNAMICS SPECIALIST CONFERENCE

AIAA General ChairDavid B. Spencer

Department of Aerospace EngineeringThe Pennsylvania State University

223 Hammond BuildingUniversity Park, PA 16802

814/865-4537E-mail: [email protected]

AAS General ChairAnil Rao

Department of Mechanical and Aerospace EngineeringUniversity of Florida

314 MAE-A, P.O. Box 116250Gainesville, FL 32611-6250


AIAA Technical Program ChairMark E. Pittelkau

Aerospace Control Systems, LLC35215 Greyfriar Drive

Round Hill, VA 20141-2395540.571.1110


AAS Technical Program ChairAnastassios Petropoulos

NASA Jet Propulsion LaboratoryMS301-121

4800 Oak Grove DrivePasadena, CA 91109Phone: 818/354-1509


Introduction to Theoretical Aerodynamics and HydrodynamicsWilliam SearsAIAA Education Series2011, 150 pages, HardbackISBN: 978-1-60086-773-6AIAA Member Price: $54.95List Price: $69.95

Eleven Seconds into the Unknown: A History of the Hyper-X ProgramCurtis PeeblesLibrary of Flight2011, 330 pages, PaperbackISBN: 978-1-60086-776-7AIAA Member Price: $29.95List Price: $39.95

Principles of Flight SimulationDavid Allerton, University of SheffieldAIAA Education Series2010, 417 pages, HardbackISBN: 978-1-60086-703-3AIAA Member Price: $74.95List Price: $94.95

Fundamentals of Aircraft and Airship DesignVolume I—Aircraft DesignLeland Nicolai and Grant CarichnerAIAA Education Series2010, 926 pages, HardbackISBN: 978-1-60086-751-4AIAA Member Price: $89.95List Price: $119.95

Encyclopedia of Aerospace Engineering: 9-Volume SetRichard Blockley and Wei Shyy, University of Michigan2010, 5500 pages, HardbackISBN-13: 978-0-470-75440-5AIAA Member Price: $3,375List Price: $3,750

Unmanned Aircraft Systems: UAVS Design, Development and DeploymentReg AustinAIAA Education Series2010, 360 pages, HardbackISBN: 978-1-60086-759-6AIAA Member Price: $94.95List Price: $124.95

New and Forthcoming TitlesBoundary Layer Analysis, Second EditionJoseph A. Schetz and Rodney D W BowersoxAIAA Education Series 2011, 760 pages, Hardback ISBN: 978-1-60086-823-8AIAA Member Price: $84.95 List Price: $114.95 Introduction to Flight Testing and Applied AerodynamicsBarnes W. McCormickAIAA Education Series 2011, 150 pages, Hardback ISBN: 978-1-60086-827-6AIAA Member Price: $49.95 List Price: $64.95 Space Operations: Exploration, Scientific Utilization, and Technology DevelopmentCraig A. Cruzen, Johanna M. Gunn, and Patrice J. AmadieuProgress in Astronautics and Aeronautics Series, 236 2011, 672 pages, Hardback ISBN: 978-1-60086-817-7AIAA Member Price: $89.95 List Price: $119.95 Spacecraft ChargingShu T. LaiProgress in Astronautics and Aeronautics Series, 237 2011, 208 pages, Hardback ISBN: 978-1-60086-836-8AIAA Member Price: $64.95 List Price: $84.95 Exergy Analysis and Design Optimization for Aerospace Vehicles and SystemsJose Camberos and David MoorhouseProgress in Astronautics and Aeronautics Series, 238 2011, 600 pages, Hardback ISBN: 978-1-60086-839-9AIAA Member Price: $89.95 List Price: $119.95

Engineering Computations and Modeling in MATLAB/SimulinkOleg YakimenkoAIAA Education Series2011, 800 pages, HardbackISBN: 978-1-60086-781-1AIAA Member Price: $79.95List Price: $104.95 View complete descriptions and order 24 hours a day at www.aiaa.org/new



Upcoming AIAA Professional Development Courses16–17 July 2011

Free Conference Registration to the AIAA International Conference on Environmental Systems (ICES) in Portland, Oregon, when you sign up for this Course!

Space Environment and Its Effects on Space Systems (Instructor: Vincent Pisacane)This course on the space environment and its effects on systems are intended to serve two audiences. First for those relatively new to the design, development, and operation of spacecraft systems, and second, those experts in fields other than the space environ-ment who wish to obtain a basic knowledge of the topic. The focus is on the space environment and the interactions with spacecraft systems. The topics and their depth are adequate for the reader to address the environmental effects to at least the conceptual design level. Topics covered include spacecraft failures, the physics of the space environment, and the effects of the space environment on the design of spacecraft and instruments. Topics covered are from the textbook by the lecturer published by AIAA; attendees will have the opportunity to purchase this textbook at a discount price.

4–5 August 2011Free Conference Registration to the Joint Propulsion Conference (JPC) and the International Energy Conversion

Engineering Conference (IECEC) in San Diego, California, when you sign up for one of these Courses!

A Practical Introduction to Preliminary Design of Air Breathing Engines (Instructors: Ian Halliwell and Chen Chuck)This course links the basic principles and fundamental engineering technologies of gas turbine engines to real-world applications. It combines gas turbine theory with design practice, where thermodynamic concepts are turned onto hardware. The course defines the scope of “preliminary design” activities and illustrates how the process is driven by mission requirements. The term “compromise to opti-mize” is effected in the pursuit of the deliverables.

It will be seen, initially, that the engine cycle is defined primarily by the aircraft mission, and different types of engine configurations will be covered. Subsequent chapters of the course will be devoted to major components of a gas turbine engine, namely inlets, fans & compressors, combustors and augmenters, turbines, and exhaust nozzles. In each case the flow physics and design features will be related to specific performance characteristics. Since a gas turbine engine is much more than its major components, some attention will also be paid to secondary systems and sub-systems—all the stuff that makes an engine work! Finally, time permitting, the near-term future of design methods and approaches will be discussed briefly.

Electric Propulsion for Space Systems (Instructors: Dan Goebel, Richard Hofer, and Richard Wirz)This course describes the fundamental operating principles, performance characteristics and design features of state-of-the-art systems in each of the three classes of electric thrusters (electrothermal, electromagnetic, and electrostatic). Key topics include principles of operation of electric thrusters; discussion on when and why electric thrusters should be used; and lessons learned from mission studies and flight experience.

Hybrid Rocket Propulsion (Instructor: Joe Majdalani)The course reviews the fundamentals of hybrid rocket propulsion with special emphasis on application-based design and system integration, propellant selection, flow field and regression rate modeling, solid fuel pyrolysis, scaling effects, transient behavior, and combustion instability.

Liquid Propulsion Systems—Evolution and Advancements (Instructor: Alan Frankel)This two-day course, taught by a team of government, industry, and international experts, will cover a topics of interest in launch vehicle and spacecraft propulsion; non-toxic propulsion; and propulsion system design and performance.Pressure Vessel Design Requirements and Verification Guidelines (Instructors: James Chang, Joseph Lewis, and Lorie Grimes-Ledesma)This short course provides guidance for the implementation of the published standards for the design, analysis, and qualification of flight PVs. Key topics include leak-before-burst demonstrations for metallic pressure vessels and metallic liners for COPVs; impact damage tolerance test procedures for COPVs; general vibration tests for pressure vessels; and qualification by similarity conditions.

6–7 August 2011Free Conference Registration to the AIAA Guidance, Navigation, and Control Conference (GNC),

the AIAA Atmospheric Flight Mechanics Conference (AFM), or the AIAA Modeling and Simulation Technologies Conference (MST) in Portland, Oregon, when you sign up for one of these Courses!

Aircraft and Rotorcraft System Identification: Engineering Methods and Hands-on Training Using CIFER® (Instructor: Mark B. Tischler)The objectives of this two-day short course are to 1) review the fundamental methods of aircraft and rotorcraft system identification and illustrate the benefits of their broad application throughout the flight vehicle development process; and 2) provide the attendees with an intensive hands-on training of the CIFER® system identification, using flight test data and 10 extensive Lab exercises. The course will review key methods and computational tools, but will not be overly mathematical in content. The course is highly recommended for graduate students, practicing engineers, and managers.

Aircraft Handling Qualities (Instructor: John Hodgkinson)This course provides the insight to determine which of many requirements are key to development and evaluation of any particular air-craft. The course features MATLAB methods, with expanded emphasis on lessons learned and with material to help you write a specifi-cation for your vehicle. The emphasis is on fixed-wing aircraft, but some rotary-wing criteria are briefly discussed.

Mathematical Introduction to Integrated Navigation Systems with Applications (Instructor: Robert M. Rogers)This course is presented to two parts. In the first part, elements of the basic mathematics, kinematics, equations describing various navi-gation systems and their error models, aides to navigation and their error models, and Kalman filtering are reviewed. Kalman filtering


algorithm forms developed include; standard Kalman, Joseph, U-D factored, combining multiple filters, and derivative free algorithms—UKF and DDF. Applications of the course material presented in the first part are presented for various integrated navigation systems in the second part.

Modeling Flight Dynamics with Tensors (Instructor: Peter H. Zipfel)Establishing a new trend in flight dynamics, this two-day course introduces you to the modeling of flight dynamics with tensors. Instead of using the classical “vector mechanics” technique, the kinematics and dynamics of aerospace vehicles are formulated by Cartesian tensors that are invariant under time-dependent coordinate transformations. This course builds on your general understanding of flight mechanics, but requires no prior knowledge of tensors. It introduces Cartesian tensors, reviews coordinate systems, formulates tenso-rial kinematics, and applies Newton’s and Euler’s laws to build the general six-degrees-of-freedom equations of motion. After taking the course, you will have an appreciation of the powerful new “tensor flight dynamics,” and you should be able to model the dynamics of your own aerospace vehicle.

Modern Missile Guidance (Instructor: Rafael Yanushevsky)This course presents both fundamental concepts and practical implementation of parallel navigation. The guidance law design is consid-ered from the point of view of control theory, i.e., as design of controls guiding missiles to hit targets. The design procedure is presented in the time-domain and in the frequency-domain. The different approaches, in the time and frequency domain, generate different guid-ance laws that supplement each other. The proportional navigation is considered also as a control problem. A class of guidance laws is obtained based on Lyapunov approach. The problem of modification of the existing autopilots is presented as a problem of new guid-ance laws design. Computational aspects of new missile guidance laws are considered.

Vision-Based Control for Autonomous Vehicles (Instructors: Warren Dixon, Andrew Kurdila, and Richard C. Lind)This course will present an in-depth treatment on vision-based control and its application to autonomous vehicles. The maturation of synthetic vision is rapidly advancing the capability for fully autonomous decision making to maneuver through environments with unknown obstacles. This course will introduce the basics of synthetic vision and build up state-of-the-art developments in vision-based control. Techniques such as scene reconstruction and state estimation are formulated to provide feedback.

18–19 September 2011 Free Conference Registration to the 11th AIAA Aviation Technology, Integration, and Operations (ATIO)

Conference, including the AIAA Balloon Systems Conference and 19th AIAA Lighter-Than-Air Technology Conference in Virginia Beach, Virginia, when you sign up for the two-day Course!

Missile Design and System Engineering (Instructor: Eugene L. Fleeman)This short 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 perfor-mance, cost, and risk requirements. Methods are generally simple closed-form analytical expressions that are physics-based, to provide insight into the primary driving parameters. Configuration sizing examples are presented for rocket, turbojet, and ramjet-powered mis-siles. Systems engineering considerations include launch platform integration constraints. Typical values of missile parameters and the characteristics of current operational missiles are discussed as well as the enabling subsystems and technologies for missiles. Sixty-six videos illustrate missile development activities and performance. Attendees will vote on the relative emphasis of types of targets, types of launch platforms, technical topics, and round table discussion.

19 September Only: Fundamentals Of Lighter-Than-Air Systems (Instructors: Rakesh Kapania, Ron Hochstetler, Brandon Buerge, and Rajkumar S Pant)Lighter-Than-Air (LTA) systems belong to a class of aerospace systems that get most of their lifting capability from “static” lift using gases that are lighter than air, unlike heavie-than-air systems that derive lift because of their relative motion with ambient air. Airships and Aero-stats are the most commonly used LTA systems. In essence, a large fraction of the energy expended by conventional aerospace systems is used to overcome gravity, while most of the energy used by an airship is used to propel it forward.

LTA systems are gaining attention all over the globe because of widespread concerns about climate change, the effects of economic and political turmoil on the price of petroleum, and the need for security organizations to maintain cost-effective persistent surveillance. This course is aimed at people who are interested to update themselves with the current developments and future trends in design, development, operations, and applications of Lighter-Than-Air Systems.

B0711


2REGISTRATION FORM (or register online at www.aiaa.org)Select your registration options below. Payment by check, credit card, or money order—payable to AIAA—must accompany registration. To pay the member rate, your membership must be in good standing.

All registrants please complete the information below.

AIAA Courses and Training Program Registration Form

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AIAA MEMBERSHIP: If you are registering for one of the collocated professional development short courses at the nonmember rate, included with your registration fee is one year of AIAA membership. Included in your AIAA membership will be periodic communications about AIAA benefi ts, products, and services. Check here if you prefer not to receive membership information via e-mail. From time to time, we make member information available to companies whose products or services may be of interest to you. Check here if you prefer not to have your name and address used for non-AIAA mailings. Signature_____________________________________________Date__________________Check here if you are renewing or reinstating your membership. (You must pay the full nonmember conference fee.)

RETURN FORM TO:1) For fastest, easiest 2) By mail: return completed 3) By fax: send the signed, service, register form with payment to completed form with credit online at AIAA, Professional Development card payment to www.aiaa.org/courses 1801 Alexander Bell Dr., Ste 500 703.264.7657 Reston, VA, 20191

Cancellations Substitutions may be made at any time. Cancellations must be postmarked four weeks before the course start date and are subject to a $100 cancellation fee to cover administrative overhead. AIAA reserves the right to cancel any program due to insufficient registration or any situation beyond its control. Each course will be reviewed three weeks prior to the start date and may be canceled if a minimum enrollment has not been reached. Participants will be notified immediately and a full refund will be issued. AIAA cannot be responsible for expenses incurred because of course cancellation. AIAA reserves the right to substitute speakers in the event of unusual circumstances. For additional information, call Chris Brown at 703.264.7504 or 800.639.2422; FAX 703.264.7657; E-mail: [email protected].

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5% Group DiscountsDeduct 5% for three or more students from the same organization, if registered simultaneously, prepaid, and postmarked four weeks before the first day of the course. Please register each person on a separate form. Photocopies are acceptable.

—REGISTRATION OPTIONS—

COURSE OFFERED AT ICES CONFERENCE Early Bird by 10 Jun 2011 Advance (11 Jun–8 Jul) After 9 Jul 2011

Space Environment and Its Effects on Space Systems $995 $1145 $1195 $1345 $1345 $1495

COURSES OFFERED AT JOINT PROPULSION CONFERENCE Early Bird by 24 May 2011 Advance (25 May–22 Jul) After 23 Jul 2011

Practical Intro to Preliminary Design of Air Breathing Engines $995 $1145 $1195 $1345 $1345 $1495

Electric Propulsion for Space Systems $995 $1145 $1195 $1345 $1345 $1495

Hybrid Rocket Propulsion $995 $1145 $1195 $1345 $1345 $1495

Liquid Propulsion Systems—Evolution and Advancements $995 $1145 $1195 $1345 $1345 $1495

Pressure Vessel Design Requirements and Verification Guidelines $995 $1145 $1195 $1345 $1345 $1495

COURSES OFFERED AT GNC/AFM/MST CONFERENCES Early Bird by1 Jul 2011 Advance (2–29 Jul) 30 Jul –4 Aug 2011

Aircraft and Rotorcraft System Identification $995 $1145 $1195 $1345 $1345 $1495

Aircraft Handling Qualities $995 $1145 $1195 $1345 $1345 $1495

Mathematical Introduction to Integrated Nav. Systems w/Apps. $995 $1145 $1195 $1345 $1345 $1495

Modeling Flight Dynamics with Tensors $995 $1145 $1195 $1345 $1345 $1495

Modern Missile Guidance $995 $1145 $1195 $1345 $1345 $1495

Vision-Based Control for Autonomous Vehicles $995 $1145 $1195 $1345 $1345 $1495

COURSES OFFERED AT ATIO CONFERENCE Early Bird by12 Aug 2011 Advance (13 Aug–9 Sep) 10–18 Sep 2011

Missile Design and System Engineering $995 $1145 $1195 $1345 $1345 $1495

Fundamentals of Lighter-Than-Air Systems $250 $400 $350 $500 $450 $600

.Please indicate if you qualify for the:__ Prepaid Group Discount (One 5% discount per registrant)

TOTAL DUE: $ _______________________

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56 All registrants must provide

a valid ID (driver’s license or passport) when they check in. For student registration, valid student ID is also required.

VHS VCR and monitor, an overhead projector, and/or a 35-mm slide projector will only be provided if requested by presenters on their abstract submittal forms. AIAA does not provide computers or technicians to connect LCD projectors to the laptops. Should presenters wish to use the LCD projectors, it is their responsibil-ity to bring or arrange for a computer on their own. Please note that AIAA does not provide security in the session rooms and recommends that items of value, including computers, not be left unattended. Any additional audiovisual requirements, or equip-ment not requested by the date provided in the preliminary con-ference information, will be at cost to the presenter.

Employment OpportunitiesAIAA is assisting members who are searching for employment

by providing a bulletin board at the technical meetings. This bul-letin board is solely for “open position” and “available for employ-ment” postings. Employers are encouraged to have personnel who are attending an AIAA technical conference bring “open position” job postings. Individual unemployed members may post “available for employment” notices. AIAA reserves the right to remove inappropriate notices, and cannot assume responsibil-ity for notices forwarded to AIAA Headquarters. AIAA members can post and browse resumes and job listings, and access other online employment resources, by visiting the AIAA Career Center at http://careercenter.aiaa.org.

Messages and InformationMessages will be recorded and posted on a bulletin board in

the registration area. It is not possible to page conferees. A tele-phone number will be provided in the final program.

MembershipProfessionals registering at the nonmember rate will receive

a one-year AIAA membership. Students who are not members may apply their registration fee toward their first year’s student member dues.

Nondiscriminatory PracticesThe AIAA accepts registrations irrespective of race, creed,

sex, color, physical handicap, and national or ethnic origin.

Smoking PolicySmoking is not permitted in the technical sessions.

RestrictionsVideotaping or audio recording of sessions or technical exhib-

its as well as the unauthorized sale of AIAA-copyrighted material is prohibited.

International Traffic in Arms Regulations (ITAR)AIAA speakers and attendees are reminded that some top-

ics discussed in the conference could be controlled by the International Traffic in Arms Regulations (ITAR). U.S. Nationals (U.S. Citizens and Permanent Residents) are responsible for ensuring that technical data they present in open sessions to non-U.S. Nationals in attendance or in conference proceedings are not export restricted by the ITAR. U.S. Nationals are likewise responsible for ensuring that they do not discuss ITAR export-restricted information with non-U.S. Nationals in attendance.

Photo ID Needed at RegistrationAll registrants must provide a valid photo ID (driver’s license

or passport) when they check in. For student registration, valid student ID is also required.

Conference ProceedingsThis year’s conference proceedings will be available in an

online format only. The cost is included in the registration fee where indicated. If you register in advance for the online papers, you will be provided with instructions on how to access the con-ference technical papers. For those registering on-site, you will be provided with instructions at registration.

Young Professional Guide for Gaining Management SupportYoung professionals have the unique opportunity to meet and

learn from some of the most important people in the business by attending conferences and participating in AIAA activities. A detailed online guide, published by the AIAA Young Professional Committee, is available to help you gain support and financial backing from your company. The guide explains the benefits of participation, offers recommendations and provides an example letter for seeking management support and funding, and shows you how to get the most out of your participation. The online guide can be found on the AIAA Web site, www.aiaa.org/YPGuide.

Journal PublicationAuthors of appropriate papers are encouraged to submit them

for possible publication in one of the Institute’s archival journals: AIAA Journal; Journal of Aircraft; Journal of Guidance, Control, and Dynamics; Journal of Propulsion and Power; Journal of Spacecraft and Rockets; Journal of Thermophysics and Heat Transfer; or Journal of Aerospace Computing, Information, and Communication. You may now submit your paper online at http://mc.manuscriptcentral.com/aiaa.

Speakers’ BriefingAuthors who are presenting papers, session chairs, and co-

chairs will meet for a short briefing at 0700 hrs on the mornings of the conference. Continental breakfast will be provided. Please plan to attend only on the day of your session(s). Location will be in final program.

Speakers’ PracticeA speaker practice room will be available for speakers wishing

to practice their presentations. A sign-up sheet will be posted on the door for half-hour increments.

Timing of PresentationsEach paper will be allotted 30 minutes (including introduction

and question-and-answer period) except where noted.

Committee MeetingsMeeting room locations for AIAA committees will be posted

on the message board and will be available upon request in the registration area.

AudiovisualEach session room will be preset with the following: one LCD

projector, one screen, and one microphone (if needed). A 1/2”

Standard Information for all AIAA ConferencesThis is general conference information, except as noted in the individual

conference preliminary program information to address exceptions.

Inspire | Challenge | Enable

Th e AIAA Foundation is a nonprofi t,

tax-exempt educational organization

founded in 1996. Th rough scholarships,

student conferences, design competitions,

and classroom grants, we seek to inspire the

next generation with a passion for science

and engineering. Aided by donations large

and small, we invest in the future.

For more information or

to make a tax-deductable donation

visit www.aiaafoundation.org

SIMPLIFINDConnect with leading industry vendors with AIAA’s exciting newIndustry Guide for Aeronautics and Astronautics Professionals.

Powered by MultiView, it’s a faster and easier way to find greatproducts and services.

Simplifind your search today ataiaaindustryguide.com

Revista Aerospace America de Julho-Agosto de 2011

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