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 voyages
Juno to Jupiter: Piercing the veil
Flying farther
on less
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COVER
NASA is working with industry to develop more fuel-efficient engines, like the P&W PurePower 1000G undergoing
testing. To learn more about this NASA initiative, turn to page 32.
FEATURES
DEPARTMENTS
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July/August 2011
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BULLETIN
Page 16
Page 20
Page 28
Page 32
Page 40
Page 46
AIRCRAFT AND THE ENVIRONMENT: FLYING FARTHER ON LESS 32
Stepped-up efforts to attain breakthroughs in fuel consumption are leading
NASA into some exotic and futuristic technologies.
by Jim Banke
JUNO TO JUPITER: PIERCING THE VEIL 40
NASAs Juno spacecraft will soon set off for Jupiter, gathering data that
may rewrite the history of our solar systems formation.
by Leonard David
FROM VISIONS TO VOYAGES 46
By trimming and realigning some planetary exploration missions,
a decadal survey attempts to do more with less.
by Craig Covault
EDITORIAL 3
All dressed up with nowhere to go?
INTERNATIONAL BEAT 4
Ups and downs for EU aviation projects.
WASHINGTON WATCH 8
Questions abound about spaceflight and jet fighters.
CONVERSATIONS 12
With David Williams.
AIRCRAFT UPDATE 16
Single-aisle jets: The more things change
GREEN ENGINEERING 20
Green fuels for the wild blue yonder.
ENGINEERING NOTEBOOK 28
Microwave launch idea heats up.
ELECTRONICS UPDATE 28
SIGINT: Manned systems still on top.
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NASA is hard at work trying to develop a new, congressionally mandated
heavy-lift launch vehicle. It seems that almost weekly we are issued updates
on 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 the
harsh environments of deep space exploration missions.
But where exactly would that be?
The citizens of this nation, despite what seem to be NASAs best efforts
otherwise, are still excited about space explorationwitness the thousands
who entered the lottery for an opportunity to view the final launch of the
space 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 an
asteroid. Even during the glory days of the Apollo missions to the Moon,
commitment to the program seemed to wane after the stirring of national
pride over watching astronauts plant an American flag, then skip across the
lunar 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 took
on extra meaning as the space station began to take shape. Even those who
railed against the stations expense and lack of what appeared to be a specific
mission 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 that
knowledge 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 astronauts
from several countries form part of each expedition crew.
But whats 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 farther
destination? 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 are
the accomplishments that require human, rather than robotic, visits? Surely
such 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 Camhi
Editor-in-Chief
is a publication of the American Institute
of Aeronautics and Astronautics
Elaine J. Camhi
Editor-in-Chief
Patricia Jefferson
Associate Editor
Greg Wilson
Production Editor
Jerry Grey, Editor-at-Large
Christine Williams, Editor AIAA Bulletin
Correspondents
Robert F. Dorr, Washington
Philip Butterworth-Hayes, Europe
Michael Westlake, Hong Kong
Contributing Writers
Richard Aboulafia, James W. Canan,
Marco Cceres, Craig Covault, Leonard
David, Philip Finnegan, Edward
Goldstein, Tom Jones, James Oberg,
David Rockwell, J.R. Wilson
Fitzgerald Art & Design
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Robert S. Dickman, Publisher
Craig Byl, Manufacturing and Distribution
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July-August 2011, Vol. 49, No. 7
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 2.975
billion. Also swelling ESAs coffers are
EC funds for the Galileo program and
GMES (global monitoring for environ-
ment and security) Earth observation
project, as well as funds from other
European bodies and cooperating
states (see Space industry takes root
in 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-funded
European aviation infrastructure pro-
grams and the fiscal problems facing
national 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 economists
to ask whether the Eurozone will sur-
vive in its current form. Many believe
that the euros survival will mean ei-
ther moving much faster toward fiscal
unionwith EU organizations taking
tighter controls over the budgets of
euro membersor forcing some coun-
tries to drop the euro altogether.
There is no modern history of
falling living standards in peacetime
on the scale necessary to keep the
euro in its current form, says Douglas
McWilliams, chief executive of the
Center for Economics and Business
Research, a U.K. financial forecasting
organization. Indeed, the scale of the
cuts necessary was only just achieved
in wartime. This is why I think there is
at best a one in five chance that the
euro will survive as it is.
Austerity measures
These economic and politically turbu-
lent forces are having an impact on
aviation organizations in Spain, Portu-
gal, and Greece. In Spain the govern-
ment has decided to privatize airports
and part of the nations air traffic man-
Prospering amid turmoil
Galileo is one of three huge aviation
infrastructure programs under devel-
opment by the commission, funded
partly from EU sources and partly by
industry. Because these projects are
planned and funded over long peri-
ods, the economic turmoil engulfing
half the continent has yet to impact
their progress.
Europes major aviation infrastruc-
ture program management organiza-
tions have not just escaped the worst
of the economic crisis, it seems, but
have actually prospered. For example,
14 of ESAs 18 member nations agreed
to raise their 2011 contributions de-
spite the parlous state of many na-
tional government debt burdens. As a
result, the agency has received a 7%
IN MAY OF THIS YEAR THE EUROPEAN
Commission (EC) announced that the
first two European Union Galileo nav-
igation satellites will be launched via a
Soyuz rocket from French Guiana on
October 20. Initial satellite navigation
services will be provided by 2014, and
Galileo is expected to deliver 60 bil-
lion to the European economy over 20
years, according to Antonio Tajani,
vice president of the EC.
There was further good news
about the project: According to Tajani,
the estimated 3.4-billion price tag for
implementing Galileo would be re-
duced as the final two contracts of the
program, which were scheduled to be
announced at the Paris Air Show in
June, would be worth less than origi-
nally planned.
The EC has continued to fund the Galileo project at a healthy rate.
agement system; earlier
this year it announced
its intention of offering
up to 49% of the air-
port and air traffic con-
trol company Aena
Aeropuertos to private
companies for around
9 billion.
Greece has decided
to privatize up to 40 fa-
cilitiesthe government
will create joint stock
companies for each
major airport, in which the state will
own 100% of the shares and then sell
off various numbers of them to private
investors.
In Portugal the government is
looking to offload its stakes in the na-
tional airline TAP Portugal, airport and
air navigation service provider ANA
Aeroportos de Portugal, and other
state-owned defense and industrial
companies.
The austerity measures are not con-
fined to southern Europe. As part of its
drive to cut spending and raise taxes,
the U.K. government has heavily in-
creased the tax it imposes on U.K. air
travelers, 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 why
passenger numbers in the U.K. remain
depressed, according to some air
transport analyses, resulting in the clo-
sure of U.K. airports such as Coventry,
Bristol Filton, and Plymouth.
Border issues
Between the nation states of Europe
and the EU bodies, there are growing
tensions that will have consequences
for aviation and aerospace organiza-
tions throughout the continent.
In early May, Denmark announced
it would be setting up new security
checks for people and goods crossing
between Denmark, Sweden, and Ger-
many. The move is part of a plan to
cut down on the number of smuggled
goods and illegal immigrants entering
the country.
So far the reintroduction of new
security controls for intra-EU travel
has yet to impact European airports in
the same way it has affected land
crossings. But with different countries
starting to impose unilateral border
security measures, the picture is con-
fusing and, for EU bodies, frustrating.
After all, the free movement of people
and 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 gave
residence permits to more than 25,000
North Africans in April, allowing them
free access to the rest of the EU. The
EUs vision is for a strong border se-
curity force to protect the EUs exter-
nal borders; but once inside the
union, passengers should be allowed
to travel freely between countries the
same way they travel between U.S.
states.
At the European Union interior
ministers May meeting in Brussels, it
was agreed: ...control of the EUs ex-
ternal borders to be strengthened and
for increased cooperation with third
countries in the Southern Neighbour-
hood Region as well as in the Eastern
Partnership Region.
While the political turbulence in
North Africa has created refugee prob-
lems for southern European countries,
it has also boosted tourism there, as
passengers have sought Mediterranean
holiday resorts away from politically
volatile 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, boosted
by 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 budgets
Despite the austerity measures in the
south of the continent, the 17 Euro-
zone countries managed to grow their
economies by 0.8% in January-March,
up from 0.3% in the previous quarter,
with Germany reporting growth of
1.5% in the period and France 1%.
However, there is growing unease
among some European states at the
rising amounts of money that EU enti-
ties are asking for. In April the com-
mission stated that to meet its existing
spending commitments, there would
have to be a 4.9% increase in the EUs
annual budget, to 132.7 billion; the
U.K., France, and Germany had sug-
gested freezing this years budget, but
eventually an increase of 2.9 percent
was agreed.
The EC has frozen administrative
expenditure for 2012 at 2011 levels
and trimmed costs on several major
projects, including a 24.9-million re-
duction in support to Galileo.
Then in May, a request to increase
the External Action Servicethe EUs
own diplomatic corpsby 5.8% was
roundly rejected by several countries
worried not just by the money but by
what many see as the EU usurping
rather than supporting the activities of
member states foreign departments.
Rethinking research approaches
One of the inevitable consequences of
current economic troubles will be a
radical rethink of the way the EU
sponsors, manages, and leads strategic
research programs in areas such as
aeronautics, to increase not just the
amount of money available for new
research but also the effectiveness of
the work the EC is undertaking.
European states and companies
generally support the EUs research
work, not least because contributions
to the budget invariably are rewarded
with research work. And the sums
available from the EC are substantial;
the budget for the seventh framework
program of research (2007-2013), for
example, is 53 billion. The competi-
tiveness and innovation framework
program 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 major
research spending, starting in 2014 it
will 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 access
programs, by reducing the time-to-
market for the results of the research,
and by more closely aligning research
to the work of the EUs structural
funding 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 this
new research philosophy a common
strategic framework, and there will
be a new emphasis on improving both
the industrial competitiveness of EU
industries 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 key
area for investment by the EC.
Securing a strong position in key
enabling technologies such as ICT [in-
formation and communications tech-
nology], nanotechnology, advanced
materials, manufacturing, space tech-
nology, or biotechnology is of vital
Denmark announced it
would be setting up
new security checks
at crossings between
Denmark and Germany.
European aviations grand projects
SESAR
How much?
The total estimated cost of the development
phase (2008-2013) of SESAR (Single European
Sky ATM Research) is 2.1 billion, to be shared
equally between the EC, Eurocontrol, and
industry. The deployment phase (2014-2020)
will cost $20 billion and be funded entirely by
industry.
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 Sky
How much?
The Clean Sky joint technology initiative is a
public-private partnership established and
funded through the commissions 53-billion
seventh framework program (2007-2013). The
initiative 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).
Objectives
Clean Sky will demonstrate and validate the
technology breakthroughs outlined in the
environmental goals set by ACARE (Advisory
Council for Aeronautics Research in Europe),
to be reached in 2020:
A 50% reduction of CO
2
emissions through
drastic reduction of fuel consumption.
An 80% reduction of NO
x
emissions.
A 50% reduction of external noise.
A green product life cycle: design, manu-
facturing, maintenance, and disposal/recycling.
Galileo
How much?
Slightly less than 3.4 billion, according to
recent EC estimates.
Objectives
Providing autonomous navigation and posi-
tioning services and being interoperable with
GPS and GLONASS. The fully deployed system
will consist of 30 satellites and the associated
ground 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 the
Commercial Service will be tested as of 2014
and will be provided as the system reaches
full operational capability with the 30
satellites.
I have read with interest the letter of
Ralph Barnes in the April Correspon-
dence (page 6) concerning condensa-
tion around aircraft, and would like to
make some comments.
I agree wholeheartedly with his
comment that numerous photos are
mislabelled that say an aircraft must be
traveling at supersonic speeds to pro-
duce condensation around itself. But
the real issue here is the plane must
be traveling fast enough to bring the
air flowing over and around it to a rel-
ative humidity of 100%. A combination
of low static pressure and high ambi-
ent humidity is all that is required to
produce a fog. This is what condensa-
tion shows us. NASA SP-514 (which I
contributed to) describes the many in-
teresting flow phenomena we can see
on aircraft due to condensation, nor-
mal and oblique shocks being some of
these phenomena.
I therefore disagree with Mr. Barnes,
that shock waves can only be seen in
a wind tunnel. There are numerous
examples of pictures on the Internet
(usually involving the Blue Angels,
who fly in areas of high humidity, and
have a predominantly dark blue color
scheme providing good contrast to the
condensation). Furthermore, natural
shadowgraphs due to the Sun can vis-
ualize amazing shock patterns around
parts of aircraft traveling at high sub-
sonic speeds and above. I myself have
seen shocks reach the ground from a
supersonic SR-71. No doubt many of
your readers have their own observa-
tions, some through an airliner win-
dow giving a view of the wing upper
surface. Stephen Wolf
Wind Tunnel Division
ONERA Centre de Palaiseau
QQQ
I recently read Cyberscience and 21st-
century education (April, page 3) and
would like to offer some comments,
even though I do not have Prof.
Longs credentials nor am I an expert
on cyberscience (as he describes
some engineering fields) or in aero-
space engineering education.
With all due respect, I consider
that his piece was highly biased by his
background and current teaching. Al-
though I agree with many of his com-
ments, especially on the importance of
computer science knowledge for solv-
ing today`s engineering challenges, I
consider that independent of the high
level of complexity from the point of
view of automation or systems integra-
tion involved in the latest aircraft pro-
grams. Knowledge, mastery, and con-
tinuous research in the old aerospace
school are still mandatory and neces-
sary, as can be seen from the various
calls for papers for the various AIAA
conferences 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 aircraft
manufacturers to system integrators,
companies like Lockheed Martin seem
nowadays to require more electrical or
software engineers than design, struc-
tural, or power plant professionals for
some positions, within such a multi-
disciplinary world as aerospace engi-
neering, various levels of expertise
are still required in other fields such as
aerodynamics, damage tolerance, struc-
tural dynamics, and composites design
and manufacturing, which do not nec-
essarily belong only to cybersciences.
The aerospace industry and its re-
quirements are as diverse as the whole
range of products involved, with an
ever-growing demand for lighter,
greener, and smarter air transport so-
lutions. So exchanging the quantity of
fundamental courses for more tech-
nology-like approaches would not
only endanger the continuation of a
whole body of knowledge that needs
to be transmitted and improved but
also eventually deter some future stu-
dents who once joined the workforce
solely for their love of mechanics,
math, physics, fluid mechanics, and
hardware (machines, engines, aircraft)
instead of just computer sciences.
Though necessary, software-driven
redefinition of the discipline should
not be the sole approach to cover the
future needs in aerospace engineering
education. Subjects such as aeroelastic-
ity, turbulence, combustion, and struc-
tural integrity are not yesterdays prob-
lems but active areas of research,
where only with an open-minded,
multidisciplinary yet physics-driven
approach, can the fundamentals not
only be understood but also exploited
and improved so that better, lighter,
smarter, yet reliable, designs can fly
even higher, farther, or faster.
Julio C. Salazar
Montreal, Canada
All letters addressed to the editor are considered to be submitted for possible publication, unless
it is expressly stated otherwise. All letters are subject to editing for length and to author response.
Letters should be sent to: Correspondence, Aerospace America, 1801 Alexander Bell Drive,
Suite 500, Reston, VA 20191-4344, or by e-mail to: elainec@aiaa.org.
of their GDP in research despite the
huge debt problems many face, it will
be a considerable achievement. The
EC has set some very challenging tar-
gets within the three major aerospace
programs it has led. But by commit-
ting states to supporting the programs
over the long term, the EC has effec-
tively ensured that no matter what the
prevailing economic challenges indi-
vidual countries may face, strategic
aviation research will continue to
grow steeply over the next 10 years.
Philip Butterworth-Hayes
phayes@mistral.co.uk
Brighton, U.K.
importance to Europes competitive-
ness and enables the development of
innovative goods and services needed
for addressing societal challenges, ac-
cording to an EC position paper on its
new approach to research.
If the EU does realize its target of
ensuring that member states invest 3%
Questions abound about
spaceight and jet ghters
administration is seeking to replace
Constellation primarily with incentives
for private-sector space vehicles.
In their letter, the four senators de-
manded a variety of documents and a
series of testimonies by experts on the
subjects cited. Without explicitly say-
ing so, they want a return to Capitol
Hill by Bolden, whom lawmakers crit-
icized during a hearing on April 11. In
that appearance, Bolden said NASA
would comply with legislation requir-
ing it to develop a multipurpose crew
vehicle (MPCV) by exploiting technol-
ogy from the Orion spacecraft, a part
of the Constellation program.
After first stating it would have a
major announcement about the future
of human spaceflight, NASA disclosed
on May 24 that Orionthe name has
been revived and is now synonymous
with MPCVwill be the vehicle to
carry astronauts into deep space.
In fact, little about the craft is new.
A capsule-type spacecraft reminiscent
of 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 years
of human spaceflight. The senators
blasted Bolden and NASA for delay-
ing the transition from Constellation-
related work and contracts to the new
human spaceflight program.
The reference to 50 years was a re-
minder that Soviet cosmonaut Yuri
Gagarin made humankinds first space
flight on April 12, 1961; the Obama
AS THE SUMMER RECESS APPROACHED,
lawmakers in Washington were still
struggling 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 the
turmoil was a growing chorus of
voices calling for an outright scrap-
ping of the troubled fighter aircraft,
which also has some powerful
supporters in both Congress and the
administration.
Uncharted course for human
spaceight
Three decades of space shuttle opera-
tions are ending with leaders in Wash-
ington offering little clarity on how,
and how much, the nations public
coffers will pay for future journeys by
U.S. astronauts.
The two-week STS-134 mission
headed by Navy Capt. Mark Kelly
ended June 1. Slated for July 8 is the
last ever shuttle mission, STS-135 by
Atlantis, to be commanded by Christo-
pher Ferguson, also a Navy captain.
Our nations space program is un-
dergoing a transition that has not been
seen since the end of the Apollo era,
wrote four senators in a May 18 letter
to NASA Administrator Charles Bol-
den. The letter accuses Bolden and
the agency of foot-dragging in the
context of the NASA authorization act
of 2010, which mandates developing a
commercial space industry while pre-
serving and developing the Nations
capability for crewed missions beyond
low Earth orbit. The legislation is spe-
cific about a crew vehicle but vague
about 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 Bailey
Hutchison (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 ft
3
of
habitable space, as well
as a pressurized volume
of 690 ft
3
. It is designed
to be 10 times safer during
ascent and entry than its
predecessor, the space
shuttle, says NASA.
Missing from the
equation is any explana-
tion of what NASA and
the private sector are doing to develop
a rocket to boost Orion aloft. As Scott
Powers wrote in the Orlando Sentinel,
NASA did not release estimates on
when Orion will be ready, how much
it will cost, where it will go, or even
what rocket it will ride.
While entrepreneurial efforts to
develop a private sector spacecraft are
progressing, many in Washington be-
lieve that neither Congress nor the ad-
ministration is enunciating a coherent
policy. The sense of being rudderless
is exacerbated by the failure of Con-
gress to deliberate on and enact bud-
gets in the traditional manner over the
past few years. Some in Washington
almost certainly agree with space ob-
server David Hatch, who critiqued the
letter from the four senators:
This should solve all of our space
gap problems, wrote Hatch sardon-
ically. Require NASA to do something.
Dont fund it. If they do what theyre
told, theyll be breaking the law. If
they dont, accuse them of dragging
their feet.
Analyst Loren Thompson of the
Lexington Institute worries that if
NASA separates itself entirely from
Constellation, the agency will bet the
future of the human spaceflight pro-
gram on nontraditional and largely un-
known launch providers.
Citing Elon Musks SpaceX project
as a private venture that receives more
praise than scrutiny, Thompson points
out that Sen. Richard Shelby (R-Ala.)
warned last year that NASA had no
analytic foundation for its faith in com-
mercial launch solutions and therefore
was in danger of repeating the same
overreliance on market sources in the
civil space program that
crippled military space
plans in the 1990s. Thomp-
sons institute receives fund-
ing from aerospace firms,
which favor a government-
sponsored spacecraft, but
many in Washington share
his skepticism about private
sector spaceflight.
F-35 faces scrutiny
At a Senate Armed Services Committee
hearing on May 19, key defense fig-
ures in Washington suggested that the
F-35 Lightning II JSF program may
have to be scrapped. Despite technical
glitches, cost overruns, and four re-
structurings (meaning delays) over
three years, the F-35 had previously
been deemed too big to fail, and a se-
ries of modest successes were being
notched up in its flight test program.
Now, Sen. Carl Levin (D-Mich.), chair-
man of the committee and generally a
supporter of the program, speaks for
many on both sides of the aisle when
he says people should not conclude
that we will be willing to continue
...support without regard to increased
costs resulting from a lack of focus on
affordability.
Says Sen. John McCain (R-Ariz.),
The facts about this program are truly
troubling.After almost 10 years in
development and four years in pro-
duction, the aircrafts design is still not
stable, manufacturing processes still
need to improve, and the overall
weapon system has not yet been
proven to be reliable. No program
should expect to be continued with
that kind of track recordespecially in
our current fiscal climate.
Just after Levin and McCain pre-
sided over a hearing that quizzed F-35
program bosses, a New York Times ed-
itorial lamented the unhappy story
of the aircraft, whose initial selling
point was its relatively cheap cost of
$62 million per plane (in todays dol-
lars). The Times said the nearly 2,500
F-35s the Pentagon plans to buy over
the next two decades are now pro-
jected to cost around $382 billion, or
about $152 million per airplane.
Until recently, it has been scripture
in Washington that no real alternative
to the F-35 exists. The Air Force, as
part of its preparation for a fleet of the
planes, retired 250 older fighters that
will not be replaced. The Navy has
been permitted to buy a small number
of F/A-18E/F Super Hornets to fill its
fighter gap on carrier decks caused
by delays in fielding the carrier-based
version of the F-35. But suggestions
that the services might invest in up-
graded versions of so-called fighters
such as the F-15C Eagle and the F/A-
18E/F have been, until now, roundly
dismissed by administration support-
ers of the F-35.
Now, that is changing. It seems to
me [prudent that] we at least begin
considering alternatives, says McCain.
With defense cuts certain in the
near future and the congressional
budget process in a perpetual state of
uncertainty, even Undersecretary of
Defense Ashton Carter says the F-35
could become unaffordable after de-
lays in integrating sophisticated sys-
tems into the fighter.
F-35 supporters say that with its
radar-evading stealth properties and
its ability to deliver precision ord-
nance, the aircraft is essential as a re-
placement for aging fighter-bombers.
Robert J. Stevens, Lockheed Martins
CEO, says the F-35 is being unfairly
compared with the legacy fighters it
will replace. Stevens points out that
the company has grown lean in recent
Sen. Carl Levin
Sen. Richard Shelby
F-35 faces scrutiny
tion and many lawmakers want to
drive a stake into the heart of the F136
engine, leaving the Pratt & Whitney
F135 as the powerplant for all F-35s.
Supporters of the alternate engine
say that having a choice of two power
plants worked well with the F-16
Fighting Falcon program of the 1970s,
when it fostered competition, encour-
aged technological advances, and
lowered costs. Opponents argue that a
second engine costs too much and
adds no new measure of reliability.
Whatever the merits, both sides
thought this issue had gone away. In
fact, the F136 keeps rising from the
dead so often that one critic calls it
the zombie engine. But the alternate
engine has strong supporters on Capi-
tol Hill, including Rep. Howard P.
Buck McKeon (R-Calif.), chairman of
the House Armed Services Committee,
and senior lawmakers such as Rep.
Roscoe Bartlett (R-Md.) and Rep.
Robert Andrews (D-N.J.). So at press
time the House committee version of
the defense authorization bill prohib-
ited the Pentagon from destroying or
discarding engines made by GE for
the F-35 and also encouraged further
testing.
If the final bill presented to the
president includes funding or a leg-
islative direction to continue an extra
engine program, the presidents senior
advisors would recommend a veto,
said a statement issued by the White
House Office of Management and
Budget. Robert F. Dorr
robert.f.dorr@cox.net
are for the security of the country,
stated Gates. He said the F-35 and the
KC-46A air refueling tanker are too
important to take budgetary hits. But
he warned that other, unspecified
Pentagon equipment, roles, and mis-
sions must be reduced or eliminated
to achieve the intended saving.
Gates successor, CIA Director Leon
Panetta, was expected to glide through
Senate confirmation and to be in of-
fice at the Pentagon in early July. Pa-
netta is credited with improving U.S.
efforts in South Asiaeschewing a
vaguely defined war on terror and
sharpening the focus on a war waged
directly against al-Qaeda. Panetta com-
manded the May 1 joint CIA/military
operation that killed al-Qaeda boss
Osama bin Laden. Panetta is also very
much a budget expert with strong ties
on Capitol Hill.
Obama named Army Chief of Staff
Gen. Martin Dempsey as chairman of
the Joint Chiefs of Staff, replacing
Adm. Michael Mullen on October 1.
Dempsey too should have an easy
path through Senate confirmation.
FY12 defense budget
The Panetta/Dempsey team was ex-
pected to be formidable in pushing
through the defense cuts that Obama
wants and Gates cited. However, that
does not necessarily mean Congress
will enact an FY12 defense budget by
the time the new fiscal year
begins on October 1. Under
both parties, under two
presidents, Congress has
not passed an annual
budget on schedule for six
years. Debate on the annual
defense authorization bill
the measure that establishes policy
without appropriating fundsis now
under way but is clouded by the ad-
ministrations threat to veto the bill un-
less some of the bills provisions are
changed.
The most contentious item in the
bill would require DOD to test an alter-
nate engine for the F-35. Even though
the engine-making team of General
Electric and Rolls-Royce USA is pre-
pared to conduct the tests at no cost to
the government, both the administra-
years, reducing employee numbers
from 146,000 to 126,000, and that
Lockheed has embarked on a vigor-
ous effort to bring down F-35 costs.
He told reporters, There will not be
another rebaseline of this program.
There will not be. We understand
that. He also said there are early
signs that the program is stabilizing.
If a decision were made to forge
ahead with alternatives to the F-35, the
Air Force might well find itself pur-
chasing Boeings F-15SE Silent Eagle,
which the company developed pri-
marily for export but which is techno-
logically far ahead of existing models,
or Lockheeds F-16E block 60, cur-
rently used only by the UAE. The
Navy would acquire additional F/A-
18E/Fs. It is not clear what
alternative, if any, might
work for the Marine
Corps, which uses no ver-
sion of any of these fight-
ers and has no obvious al-
ternative to the short
takeoff/vertical landing
version of the F-35.
In a speech that coincided with
F-35 debate on Capitol Hill, outgoing
Defense Secretary Robert Gates reiter-
ated the Obama administrations goal
of paring $400 billion in defense
spending over the next 12 years, said
it will not be easy, and stressed that
canceling 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 conscious
choices 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 undocking
on May 23, 2011. The pictures are the first taken of a shuttle docked to the station
from the perspective of a Russian Soyuz spacecraft.
Birds eye view
ment investment accounted for about
220 million.
For many years, successive U.K. gov-
ernments have, it appears, been less
than enthusiastic in their support
for the space industry, especially
when compared to neighbors in con-
tinental Europe. Has there been a
real change in attitude from the gov-
ernment to space in recent years
and, if so, why?
There has been a changeafter
all, we have a space agency now. Be-
fore the new agency was formed, we
worked through the British National
Space Centre. It was a partnership
across government in which each de-
partment made its own decisions,
which resulted in a lot of independent
initiatives. But now, space is being
viewed as much more of an integral
part of life; we have a higher visibility
at the senior levels of government
than ever before.
The new agency ups the game. It
means that there are now government
ministers making decisions on funding
issues. It means we are also integrated
within government thinking on issues
such as securitywhich is different
from defenseso, for example, gov-
ernment can now more easily address
the challenges of coping with the se-
curity implications of protecting criti-
cal satellite systems.
In a recent government study, for
the previous administration, we looked
at the impact of losing GPS signals, in
both the short term and long term, on
the economy and wider society. We
found that in the short term this would
have a major impact on electricity
supplies, for example, as energy sup-
pliers now use GPS for synchronizing
electricity grids when connecting
them together.
The results of the study showed
us just how much now society de-
pends on space technology for com-
munications and media. The public
expects real-time broadcast from re-
mote locations, for example, not just
for news but for sport. A world with-
out satellites would be like a world
without computers. Wed be back to
the 1960s.
The government has recognized
that in at least four areas the U.K. has
a very strong space sector. In Earth
observation the U.K. is heavily in-
volved in ESA programs. We have a
very strong small satellite industry in
the U.K. [see Conversa-
tions with Sir Martin
Sweeting, February, page
14] which is the envy of
much of the world. Were
strong in satellite naviga-
tion, with our involve-
ment with the Galileo program, and
we have a large slice of the space
telecommunications business. I esti-
mate the U.K. has about 25% of the
global market in commercial telecoms
and that, collectively, Europe has
around half the market.
And we now have a broadband
satellite flyingAvantis HYLAS was
launched in November 2010; were
also fairly strong both in space explo-
ration and in space science.
But the U.K., unlike other countries,
does not have an indigenous launch
capability. Has the U.K. missed out
because of that?
Its difficult to say. The original
Ariane design envisaged a U.K.-de-
rived second stage, but we pulled out
early in the program. We subscribed to
a policy of having access to a Euro-
pean launch capability, but not to the
industrial policy of developing a pro-
duction capability. It is not essential
The U.K. Space Agency was launched
in March 2010 and is now responsi-
ble for all strategic decisions on the
U.K. civil space program. How do
you measure whether the agency
has been successful in its aims?
We have some simple measures
of successthe work we can win from
the European Space Agency and how
much we can reduce our internal
costs, for example. But obviously we
need to measure our success in other
ways. We want to remain the recog-
nized voice of the U.K. in the interna-
tional space program community, to
make sure that government has a
higher view of space, understanding
the value of the industry and its grow-
ing importance. We want to continue
to be successful in developing our
strengths in the academic world, in
space exploration and Earth observa-
tion, and to promote the U.K.s space
capabilities in all other areas.
The objective of the agency is to im-
prove the U.K. space sectors growth
rate and to increase revenues by
more than six times to 40 billion by
2030, at the same time increasing the
U.K.s share of the global industry to
10%. These are ambitious targets.
The targets have been set with the
help of industry. Most of the space
market is in downstreamusers of
the space technology; we are also
concerned with upstream space sys-
temsproviders of space technology.
This is already growing rapidly. When
you consider that of the largest 100
FTSE [London Stock Exchange index]
companies, two are space organiza-
tions, INMARSAT and BskyBcompa-
nies based entirely on space systems
thats not a bad representation.
The targets are ambitious but real-
istic. Currently we have around 6% of
the global commercial space industry
and a turnover of 7.5 billion, of
which the upstream sector accounted
for some 800 million. Direct govern-
A world without satellites would be
like a world without computers.
Wed be back to the 1960s.
David Williamsnterviewby Frank Sietzen
for all European countries to be in-
volved in all developments.
I have to say that we have never
been in a position where we couldnt
find a launcher.
The U.K. is now an integral part of
ESA, but doesnt that make it more
difficult to build industrial relation-
ships with other space powers, in
Brazil and China, for example?
We are currently a big player in
the space science sector in Japan and
the U.S., but through ESA. We have
not yet moved into working with
China because, among other factors,
there are technology transfer issues to
consider.
And one of the key questions you
have to address is: How much capac-
ity do you really need? We have taken
the route of focusing in key areas
rather than trying to spread ourselves
too thin.
It hasnt handicapped us not to
have this technology. And those that
do now face new issues. For example,
in the U.S., launcher service systems
are now undergoing some radical
changes with the introduction of com-
mercial operators.
So do you see the role that commer-
cial companies play in the global
space market developing further,
into areas that were previously the
preserve of governments?
In the U.K. we have a thriving
commercial sector throughout a range
of different markets. From space sci-
ence research, with projects like the
Mars Explorer and the James Webb
Space Telescope, the U.K. commercial
space sector is highly active. We have
very strong academic industry partner-
ships within the U.K., and even on the
military side with Paradigm, which
supplies military-hardened satellite
communicationsprimarily to the U.K.
armed forces, but also to other gov-
ernments and organizations around
the world.
One of the benefits of not having
a huge government agency to oversee
the development of the industry is
that we have been able to develop
some very strong joint ventures be-
tween academic institutes and com-
mercial operations.
In my experience, establishing a
center of excellence is one thing;
maintaining that excellence is a bigger
challenge. Centers create an almost
self-generating institution; I think this
is recognized in many countries. In
the U.K. we maintain a system where
we get business and research organi-
zations to work directly with each
other. And to a certain extent ESA has
taken 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 the
link between research institutions
and industry, so theres a well devel-
oped resource of scientific knowl-
edge from which programs can be
David Williams leads the U.K. Space
Agency, which is responsible for all
strategic decisions on the U.K. civil space
program and provides a single voice for
U.K. space ambitions. Launched in
shadow 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), where
Williams served as director general from
May 2006.
In taking up that post in 2006, Williams
also became head of the U.K. delegation
to ESA, and in June 2010 he was elected
to serve as chairman to the ESA Council.
Before his appointment as director
general of BNSC, Williams spent 10 years
as head of strategy and international
relations with EUMETSAT (European
Organisation for the Exploitation of
Meteorological Satellites) in Darmstadt,
Germany. His earlier experience includes
work in the U.K. with the Natural
Environment Research Council, which
funds scientic research in universities
and other centers.
Before entering industry Williams was a
lecturer in the Dept. of Geography at
the University of Reading, from which he
earned 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 taken
the route of focusing in key areas rather than trying to
spread ourselves too thin.
neering production skills, especially in
areas such as nanotechnology, to have
people who understand the technol-
ogy of how the computers, which ac-
tually build the space systems, really
work. We need modern-day machine
tool workers, the people who genera-
tions ago in motor factories used to
build and engineer the tools that made
the parts and understood how the var-
ious engineering elements of a motor-
car worked together.
Are the essential programs now
properly funded in the U.K.?
One of the benefits of the new
agency is that it has secured the fund-
ing stream to meet our current com-
mitments. One of my jobs has been to
set out a stable budget, and that is
something we now have, along with a
clear agenda of programs.
If there are any areas where I
think we need to develop our expert-
ise further in the U.K., they are in the
sectors of instrumentation for Earth
observation and developing technolo-
gies for the assimilation of data.
We also need to look more closely
at the next generation of launchers.
From my understanding of the tech-
nology, we are getting fairly close to
the limits of lift capability possible
from solid or liquid propellant rockets.
That means we need to look at new
technologies. In the U.K., Reaction En-
gines has been working on the Skylon
reusable space launcher, using air-
breathing engines for some of the
launch cycle. The key technology area
here is in the heat exchanger, aimed at
reducing the energy from high-speed
air entering the engine. These ad-
vances in technology could represent
a relative democratization of access to
space, and its something we are keen
to support.
The other way to reduce launch
costs is to develop new competitive
business models, which is under way
in the U.S.
We are also working on whether
it could be sensible to apply nuclear
propulsion systems to power vehicles
in space, where you need a lot of con-
sistent low-thrust power over long pe-
riods, and where you need to design
power systems which wont fail be-
cause the chemicals run out or the so-
lar panel collapses.
Whats the size of the U.K. space
workforce?
Around 25,000 jobs in the U.K.
work directly in the space industry.
Were finding more and more people
now involved in developing software,
which is the essential core of the busi-
ness, and [the core] around which the
hardware sits.
Whats your biggest challenge now?
The biggest hurdle has been get-
ting the agency into place. Im con-
cerned now about the next stage of
how the space industry evolves, how
you develop operational capacity from
the continued research and develop-
ment programs.
We are at the point where space
needs to be more open and more in-
tegrated within society. It is very much
like the television industry in the
1950s, or how the computer industry
began, basically as government enti-
ties. But government exited these in-
dustries, and I believe in space we will
have to see governments move further
away as the industry becomes more
integrated within society.
launched and a pool of well qualified
personnel from which companies
can draw. How healthy is that link in
the 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 excites
students. We have worked hard to
support space within the national edu-
cational curriculum (for schools).
About three or four years ago we
started to introduce space subjects into
the existing core areas of education
for example, using problems of how
to put satellites into space, or using
satellite images for geolocation les-
sonsrather than teaching space as a
separate subject. We have some early
indicative information that, from the
schools where this has been intro-
duced, we are starting to see the aver-
age grades of pupils rise, once space
subjects are introduced.
But for further education, are we
teaching the right subjects to the
right people at the right places?
Universities are independent, so
its up to them what is taught. In the
U.K. we have a number of universities
where space science is taught at the
undergraduate level. Weve seen that
many of these students do not always
pursue their careers in space, prefer-
ring to become bankers for, example.
But the academic world is both
global and mobilewhich means we
have a lot of foreign students now
studying in our universities, and a lot
of U.K. students studying abroad.
I think if there is an area where
we need to increase our pool of talent,
it is in the technology and engineering
side. 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 observation
and developing technologies for the assimilation
of data.
I believe in space
we will have to see
governments move
further away as the
industry becomes more
integrated within
society.
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Single-aisle jets:
The more things change
ever, this informal home country
agreement does not appear to be
standing 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 ramp
up output, partly as a way of filling
market demand before the new gener-
ation of products arrives. In May, Air-
bus announced that it would raise
A320 production to a new record, 42
per month, by the fourth quarter of
next year.
Boeing is also upping its output
rates, although less aggressively. The
current 31.5 per month rate is increas-
ing to 38, and the company is also
studying a 42-per-month rate after
2013, depending upon supply chain
considerations.
Pioneer or martyr?
In theory, this market offers tremen-
dous opportunities for new market
players like Bombardier, whose 110/
130-seat CSeries is the most promising
new product. But in reality, the strong
advantage afforded by their produc-
tion volumes gives Airbus and Boeing
an extremely strong defensive posi-
tion. This is best illustrated by the
problems 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 &
Whitneys PurePower geared turbofan.
But after almost three years, only two
airlines, Lufthansa and Frontier, have
placed orders, and neither has agreed
to be the launch user. The CSeries is in
the very unusual position of being just
two years away from entering service
with an unknown carrier.
The main problem for the CSeries
has been Airbuss strong market posi-
tion, and the production volumes that
result. In December 2010, the com-
pany launched its A320neo (new
twin-aisle era (45% is closer to the his-
torical average). This strong output
was driven by demand in emerging
markets, particularly China and India,
but also by the popularity of these two
jet types as investments by lessors and
financial houses.
With this much at stake, govern-
ments are playing a prominent role in
supporting their national manufactur-
ers. Bombardier is getting Canadian
and provincial government launch aid
to develop the CSeries. The Russian
and Chinese jets, of course, are purely
government-funded creations. And
both Airbus and Boeing have relied
increasingly over the past three years
on customer financing support from
export credit agencies (ECAs) such as
the U.S. Export-Import Bank.
Notably, in May 2011 Ex-Im Bank
announced that it would provide
funding for 737 sales to U.S. carriers, a
radical departure from the primary
ECA mission of supporting exports.
This change is largely due to the ar-
rival of the CSeries as a force on the
market.
Historically, ECA finance has only
gone to carriers domiciled outside the
U.S. and Airbus home countries. How-
THE SINGLE-AISLE JETLINER MARKET IS
at record levels in terms of output. Not
surprisingly, new players want a piece
of it. Regional jetmaker Bombardier is
trying to break into the mainline sin-
gle-aisle market with its 110/130-seat
CSeries. Bombardiers regional market
competitor, Embraer, might follow
them with a larger jet. Chinas COMAC
wants to break into the market with its
150-seat C919. And Russias United
Aircraft wants to stage a comeback, af-
ter an absence of a decade or so, with
its 150/200-seat MS-21.
Yet for the foreseeable future, this
market will be dominated by the two
current single-aisle manufacturers, Air-
bus and Boeing. The only change in
this segment is at the propulsion level,
providing the current manufacturers
with an opportunity to maintain their
duopoly position.
Much at stake
Last year, the two large jetliner primes
delivered a total of 777 single-aisle
jetsa record not only in volume but
also in terms of output. In terms of
value, these A320 and 737 series jets
constituted 56% of the total jet market,
a level not seen since the dawn of the
Bombardier CSeries
AEROSPACE AMERICA/JULYAUGUST 2011 17
engine option) series, offering a choice
of Pratt & Whitneys PW1100G Pure-
Power or CFM Internationals LEAP-X.
The neo series has already attracted
more airline customers than the C-Se-
ries, with well over 300 firm and op-
tion orders.
The problem for Bombardier is
that it is not competing with the aver-
age cost of an Airbus single-aisle jet. It
is competing with the marginal cost to
Airbus of building additional A319/
320neos on top of the hundreds of
A320/321neos it will be building an-
nually. Bombardier will be forced to
offer very seriously discounted CSeries
prices to match this volume.
Time will tell if Bombardier will be
able 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 the
first jet to be offered with new-gener-
ation engines, it guaranteed a re-
sponse from Airbusall the real and
rumored CSeries buyers were Airbus
customers.
Bombardier may have effectively
kicked a hornets nest. Over the past
few months, Airbus has signed up
both of the CSeries airlines as new
neo customers. In March, Lufthansa
ordered 30 A320/321neos. Republic
Airways Holdings, parent company of
Frontier Airlines, has also put down
an $8 million deposit with Airbus for
A320neo-family aircraft (the specific
model is not known yet). Airbus has
also prioritized its A319neo, moving
its service entry from 2017 to 2016.
This model directly competes with the
CSeries 130-seat CS300.
The elephant in the corner
Boeing, the other half of the jetliner
duopoly, is either in a tight corner or
a strong position, depending upon
your 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 always
had a fuel-burn advantage over the
A320 series, and the A320neo series
merely helps Airbus play catch-up.
Also, Boeing has historically enjoyed
waiting to see what the competition
was doing, rather than making the first
move. This approach worked very
well with the 777 relative to the MD-
11 and A330/340.
Yet it is clear that in a time of high
fuel prices, the A320neo series will
continue to gain traction. It is likely as
well that one or more key 737NG cli-
ents will defect to Airbus. They might
conceivably defect to Bombardier as
well. Southwest Airlines, the biggest
737 customer and the launch customer
behind the 737 Classic and 737NG,
has said that 2020 is too long to wait
for a new Boeing jet. Delta, American,
and several other important single-
aisle customers will likely place new
orders 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 a
limited 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 70220 PASSENGER JETS
(deliveries)
19602010:
0.2% CAGR
20012010:
-0.1% CAGR
19902010:
-0.2% CAGR
18 AEROSPACE AMERICA/JULYAUGUST 2011
ward the end of the decade, there will
be many more technological options,
and Boeing will be in a better financial
position to launch an all-new aircraft.
It can move forward with a 180/230-
seat 757/767-200 replacement, arriving
around 2022-2024. While this would
cannibalize some of the 737-reengined
market, that would not be enough to
undermine the overall success of the
737-Re program. And more important,
Boeing would avoid losing a signifi-
cant part of the 145/170-seat market
over the next decade.
Embraer watches the watcher
If Boeing is taking a somewhat pas-
sive approach to this segment right
now, Brazils Embraer is even more
calm about assessing its options. That
is understandable, because Boeings
next move will provide considerable
guidance. If Boeing launches a larger
single-aisle product and abandons the
sub-150-seat market, there is plenty of
room for Embraer to expand with a
new 140/150-seat jet. But with Boeing
likely to stay in the 145/185-seat seg-
ment, a major derivative of Embraers
ERJ 190 would be a logical step, with
a fuselage stretch allowing 120 seats in
two classes. This derivative would fea-
ture new or improved wings and, of
course, a new engine.
These two concepts are not mutu-
ally exclusive. Going with both would
Boeing, then, would not be able to
rely on technologies that primarily
contribute advantages to larger jets,
such as composite primary structures.
And of course it would not be able to
use size as a rationale for doing a new
jet. In May 2011 CEO Jim McNerney
stated that any new Boeing aircraft
would address the heart of the mar-
ket, or the 145/185-seat range.
In short, the company will likely
need to launch some kind of new or
reengined single-aisle product in the
next 24 months. When it does, it will
likely find that the additional cost pre-
mium of an all-new jet (about $4 bil-
lion-$5 billion above the cost of a 737
reengining) is not justified by the tech-
nology available in this time. A re-
engined 737, despite its drawbacks, is
therefore the most likely solution.
Of course, this problem also pre-
sents Boeing with an opportunity. To-
for an all-new product. There are
some promising technologies that will
be available after 2020 (or 2025-2030,
in Airbuss view), such as composites,
advanced propulsion, and fly-by-light
controls. But for a product launched
in the next two years or so, new en-
gines are about the only key enabler.
Thus, in its choice between a 737
reengine 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-aisle
jets getting larger, there
is absolutely no quanti-
tative evidence that this
is a long-term trend.
Looking at the average
seat count of all single-
aisle 70/220-seat jets
delivered since the
dawn of the jet age, jet
size has remained re-
markably constant. Ac-
cording to the Teal
Groups delivery data-
base, there has been a 0.2% com-
pound annual growth rate in seat
count since 1960. Although the last
five years have seen some growth,
with average seat count going from
125 in 2005 to 144 last year, this has
merely been a reversion to the long-
term plateau. There is no evidence
that 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 Group Note: 100+ seats, Airbus and Boeing only single aisle 200/250 260/400 B747/A380
A HEAVILY SINGLE-AISLE CYCLE
Jeliner segment deliveries (share of deliveries by value)
% 100
80
60
40
20
0

ARJ21
offer strong advantages. A short-term
120-seat ERJ 190 upgrade would har-
ness new engine technology, while a
larger jet, arriving after 2020, could
take advantage of new airframe tech-
nology without completely displacing
the ERJ 190 on the market. According
to Embraer, a composite-based jet is
one option for the all-new model. A
wider fuselage would allow for three-
two seating, as with the CSeries.
A two-track approach would also
fit nicely with the companys current
new product development obligations.
Through 2016, much of Embraers en-
gineering workforce will be focused
on the Legacy 450/500 business jets
and KC-390 military transport. With a
two-track approach, it
will be able to develop
a major ERJ 190 deriva-
tive in the same time
frame as the other proj-
ects, followed by by an
all-new larger jet just
after the end of the
decade.
Other newcomers
The Chinese and Russian single-aisle
offerings are both undermined by one
crucial weakness: They are being de-
signed, built, sold, and supported by
government-owned companies. Histor-
ically, government-owned aerospace
companies do an extremely poor job
of meeting market needs.
It is also notable that these prod-
ucts are not first attempts to break into
the jet market. COMACs C919 is actu-
ally Chinas second recent attempt at
civil jet design, and the ARJ21, which
may enter service later this year, looks
set to be instantly forgotten as an ob-
solete design with serious develop-
ment problems.
As for the MS-21, it is an effort to
return to the market Russia was forced
to exit after the collapse of the Soviet
Union. There is no reason to believe
that the MS-21 will do better than all
the other post-Soviet Russian jets that
have been offered with modern en-
gines, such as the Tupolev Tu-204 and
Ilyushin Il-96.
Neither the C919 nor the MS-21 of-
fers any promise in global markets.
Yet it is possible that they will fill a
portion of domestic demand in their
home countries. That prospect alone
will encourage Airbus and Boeing to
keep their products updated with im-
provements to the new engine fami-
lies as they are made available. This
ability to rapidly update and incre-
mentally improve their products is an-
other advantage held by the current
two jetmakers.
All four current and potential new
single-aisle-market entrants are en-
abled by one factor: the arrival of new
engine technology. Without it, devel-
oping new airframes to play catch-up
with 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 even
leapfrogging ahead of the established
players while they focus on their ex-
pensive new twin-aisle jets.
Airbus has sensed this, and has
quickly co-opted the new engines,
putting the newcomers back in the
position of playing catch-up. Boeing
and Airbus have not yet moved in a
similar direction. But it is difficult for
any airframer to admit that it is not in
the drivers seat in a particular seg-
ment of the market. Having new en-
gines drive change makes single-aisle
airframes more of a commodity than
they are in the twin-aisle segment.
Having new engines drive change
also gives the airframers fewer oppor-
tunities to affect the market with their
own new technology. They will rise
and fall by the usual metrics: sales-
manship, product support, and the fi-
nancial appeal of their products. And
in these areas, Airbus and Boeing will
always have a very strong advantage.
Richard Aboulaa
Teal group
raboulaa@tealgroup.com
Mechanical Engineering
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MS-21
ON MARCH 30 AT GEORGETOWN UNI-
versity, addressing the subject of en-
ergy security, President Barack Obama
observed, Our best opportunities to
enhance our energy security can be
found in our own back yardbecause
we boast one critical, renewable re-
source that the rest of the world cant
match: American ingenuityAmerican
know-how.
To illustrate the point, the presi-
dent said, Just last week, our Air
Forceused an advanced biofuel
blend to fly an F-22 Raptor faster than
the speed of sound. Think about that.
I mean, if an F-22 Raptor can fly faster
than the speed of sound on biomass,
then I know the old beater that youve
got, that youre driving around in, can
probably do so, too.
That F-22 flight is the result of a
fast-paced effort by the military to
help develop, test, evaluate, and cer-
tify alternative jet fuels for the Air
Force and Navy aircraft fleets, fuel in-
frastructure, and ground support vehi-
cles and equipment.
The Air Force is aiming to get half
of its continental U.S. drop-in jet fuel,
or 400 million gallons, from competi-
tively priced alternative sourcestypi-
cally a blend of alternative and con-
ventional fuelby 2016. Another goal
is to develop a greener way of pro-
ducing the new fuels, one that im-
proves on the methods currently used
for others such as the kerosene-based
JP-8 (Jet Propellant 8) that powers the
majority of the Air Forces manned air-
craft and UAVs and the JP-5 fuel used
in Navy aviation.
As the DODs largest consumer of
jet fuel, the Air Force uses roughly 2.6
billion gallons a year. That is about
10% of the entire domestic market,
representing most of the services en-
ergy costs of around $7 billion. Hence
the rationale for looking seriously at
alternatives to dependency on oil-
based fuels, which are subject to se-
vere price and supply swings.
Beyond its own needs, the Air
Force is working closely on certifying
new fuel blends for use in the civil
aviation sector with the Commercial
Aviation Alternative Fuels Initiative
(CAAFI). A broad coalition established
in 2006, it includes airlines, aircraft
and 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. CAAFIs goal is to promote the
development of alternative jet fuel op-
tions that offer equivalent levels of
safety and are cost competitive with
petroleum-based fuel, while also offer-
ing environmental benefits and en-
hancing the security of our nations
energy supply for aviation.
Spearheading the Air Forces alter-
native jet fuels effort is the services
Alternative Fuels Certification Office in
the AFRL (Air Force Research Labora-
tory) at Wright-Patterson AFB in Day-
ton, Ohio.
Tim Edwards, a senior chemical
engineer with the Propulsion Direc-
torate, says the alternative fuels work
at Wright-Patterson builds on three-
quarters of a century of fuels research
at the base, beginning with high-oc-
tane aviation gasoline for the engines
that helped win WW II, and through
the 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, whos now the techni-
cal advisor for fuels and energy in the
Propulsion Directorate here, had been
working with the Dept. of Energy on
small-scale fuels made from coal and
biomass. It was a fairly low level of ef-
fort. In 2006 Harrison briefed Secretary
of the Air Force Michael Wynne, who
wanted to help get it moving, and
pretty much said, What does it take
to fly a plane on this by the end of the
year. This is exciting work but youre
going too slow.
After Harrisons group flew a B-52
on a fuel derived from natural gas in
late 2006, the effort picked up: In 2007
the Air Force established the Alterna-
tive Fuel Certification Office, managed
by Jeff Braun, and Harrisons group
was tasked to continue fuels R&D. In
addition, 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 ight was the
capstone of a series of ground and ight test events conducted by members of the 411th Flight
Test 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 a
systems engineering-based approach
to fuel and fuel additive certification.
Fischer-Tropsch and beyond
The first major advance in certification
was to blend the JP-8 fuel with up to
50% of a synthetic paraffinic kerosene
component derived from the Fischer-
Tropsch process, the set of chemical
reactions that convert a carbon mon-
oxide and hydrogen mix into liquid
hydrocarbons. The Air Force has al-
ready met this years goal of testing
and certifying all its aircraft for use of
a 50/50 synthetic fuel blend.
One drawback of Fischer-Tropsch
fuel, notes Jeff Braun, is that while the
fuel burns cleaner than petroleum,
the manufacturing process creates
more CO
2
than does the process for
producing standard jet fuel in the spe-
cific case of Fischer-Tropsch synthetic
fuel derived from coal without using
carbon capture sequestration (CCS)
methods. He adds, however, Coal de-
rived FT fuel that is cofired with bio-
mass or that utilizes CCS could have a
much lower CO
2
footprint than stan-
dard petroleum-based fuel. In fact, FT
derived exclusively from biomass has
the 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 Air
Force developed a new requirement
to develop hydrotreated renewable jet
fuels, or HRJs, which are made from
biomass. What were looking at right
now, states Braun, is the conversion
of animal fatssuch as beef tallow,
chicken greases, and chicken oiland
plant oils into aviation-grade kero-
senes. Also being examined are algae
as well as synthetic fuels derived from
domestic coal and natural gas.
Braun emphasizes that his group is
feedstock agnostic. We dont care
what 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 fuel
the F22 flew on, we call it hydropro-
cess renewable jet. An HRJ fuel made
from algae grown in Arizona might
make sense there. In other places,
such as Florida, Montana, and Wash-
ington, you might grow camelina,
which is a fairly hardy weed. Another
fuel were working on takes waste
biomass like agricultural waste, or
woody biomass like switchgrass, and
makes a similar drop-in fuel. And that
would make sense in the Midwest.
The market is really going to deter-
mine which process makes the most
sense 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 natural
aromatics, the jet fuel compound that
promotes growth in the systems seals,
such as O-rings.
Initially, Braun says, using 100%
of the alternative fuels in testing, we
were seeing leakage. We found when
we blended with JP-8 at a 50% volume,
we got enough aromatics to promote
sufficient growth in the seals to prevent
the leaks. Another reason why we go
50% is for density. These alternative
fuels originally were a little bit less
dense than their JP-8 counterparts. By
blending them at 50%, we were able to
bring the density back up to a more
historically acceptable range.
While certification of the Fischer-
Tropsch fuel involves fleet-wide test-
ing, Braun says for HRJ fuels were
not going to test every aircraft and
every system. What weve done is
identify different pathfinder systems,
systems that are either fleet-wide rep-
resentatives or considered the most
technically challenging systems out
there (for flight test).
In addition, we are doing other
various engine tests, auxiliary power
unit tests, just trying to hit the critical
points that were gleaned from the
Fischer-Tropsch data. In this method,
Braun explains, HRJ fuels are first
tested on an A-10C Thunderbolt II air-
craft to get the fuel up in the air just
to prove that, yes, in fact, we can
power 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 III
military transport plane, representing
all the mobility aircraft, says Braun; it
was certified for biofuel usage in Feb-
An A-10C Thunderbolt II from Eglin AFB, Florida, ies along the coast of Florida March 25, 2010, during
the rst ight of an aircraft powered solely by a biomass-derived jet fuel blend. The A-10 was fueled
with a 50/50 blend of HRJ and JP-8. (USAF photo/Senior Master Sgt. Joy Josephson.)
teraction with the fuel blend.
Well look at component testing,
maybe just an APU, maybe just a
gauging system, and then subsystem
testing, to include full-up uninstalled
engine tests. And finally, well do the
end-to-end systems flights, where its
the actual flight test of the aircraft. We
do a building block approach before
we just go out and fly the airplane.
Alcohol to Jet
Braun cautions that to meet the Air
Forces 2016 goal, replacing 50% of
the current JP-8 fuel with an alterna-
tive blend (about 400 million gallons),
they may need to look even beyond
Fischer-Tropsch and HRJ fuels. Were
also interested in evaluating other
technologies, other approaches, other
processes. Were currently trying to
gain approval to start certifying a third
pathway, called Alcohol to Jet (ATJ),
where you take cellulosic materials
like woods, grains, and paper prod-
ucts and extract the sugars from the
ruary. Second is the F-22 Raptor, the
highest performance fighter aircraft we
have, and the most technically compli-
cated aircraft. Third is the Global
Hawk UAV, because of the environ-
ment it operates in, he says.
Comprehensive testing process
So how does the testing process work?
As Braun explains, The first thing that
happens before any of these fuels
touch an aircraft is that our laborato-
ries analyze the fuel. Thats where we
get a lot of the chemical composition
characteristics definedthe lubricity,
the density. Then well go through a
series of materials analyses. Well sub-
ject common materials and not so
common materials that are used in
manufacturing processes and in air-
craft, whether it is in the fuel system,
somewhere in the engine, or even in
the skin coatings. Well subject those
materials to soak tests with the fuel. I
think weve looked at almost 100 ma-
terials thus far to see if there is any in-
Green Engineering

Richard Strievich, with the University of Dayton
Research Institute, runs lab tests on camelina
oil 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
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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 the
available feedstock. In the HRJ effort,
where we are using plant oils and ani-
mal fats, theres only so much beef fat
available in the U.S. There are only so
many chicken renderings available.
Vegetables have other uses as well.
When you start looking at cellu-
losic materials, youre looking at waste
materialsagricultural waste, timber
waste, papers. Theoretically you could
start looking at garbage. So it signifi-
cantly enhances our feedstock pool,
which would enhance our ability to
meet the 2016 goal.
Edwards is confident that a new
industry will emerge to develop alter-
native jet fuels. He notes that because
the plants that make renewable jet
fuel can also make diesel fuel, there is
no reason why the U.S. could not
have plants that produce a couple of
hundred million gallons a year.
The feedstock is here, he says.
Youd just have to get your ducks in a
row and make sure the farmers are
growing 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 the
stuff there, and then that we get the
fuel processed and into the pipeline.
Its more of an organizational and eco-
nomic barrier than a technical barrier.
Edward Goldstein
edgold18@comcast.net
Also From AIAA
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From RAINBOW to GUSTO: Stealth and
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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 the
start of something big in the world of
rocketry.
The graphite is being tested as a
potential linchpin in a concept called
microwave thermal propulsion, which
calls for focusing microwaves onto the
belly of a rocket to heat hydrogen fuel
coursing through its walls. The heat
would increase the pressure of the hy-
drogen, and the resulting hot gas
would shoot out a nozzle, generating
thrust without combustion.
Exploring the concept is a loose
alliance of physicists, students, and
engineers from Stanford University,
Carnegie Mellon, and the startup com-
pany Escape Dynamics, which is
funded by one of the founders of the
Quiznos restaurant empire.
However, if the rocket industry is
about to witness a revolution, it is one
at its earliest stages.
Uncomplicated, safe
David Murakami, a Ph.D. candidate at
Stanford, is conducting thermal tests
on the piece of graphite using a 20-
kW theater lamp. Ceramic is another
potential material for the device,
called a heat exchanger. Whichever
material is chosen, it must be able to
withstand temperatures of 2,500 K to
generate the required thrust. If graphite
turns out to be the material of choice,
Murakami or other engineers would
have to figure out how to manufacture
channels into it and fill them with he-
lium as a surrogate for hydrogen. The
subscale heat exchanger would have
to prove the feasibility of transferring
heat to hydrogen fuel with the re-
quired efficiency.
For now, the name of the game is
simplicity and safety. Were using he-
lium because thats almost as good a
working fluid as hydrogen, with the
benefit that it wont explode, explains
Murakami.
While Murakamis tests are under
way, officials at NASA and DARPA are
discussing the concepts 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 the
1960s and early 1970s, engineers con-
ducted ground tests to show how hy-
drogen could be heated by a nuclear
reactor, in a project called NERVA (nu-
clear engine for rocket vehicle applica-
tion). Linking the concepts is a desire
to generate thrust without lugging oxy-
gen aboard a rocket for combustion.
So far, NASA Ames has provided
initial research funds for the micro-
wave concept through a cooperative
agreement with Murakamis mentor,
physicist Kevin Parkin of Carnegie
Mellon. As a graduate student at Cal-
tech in 2002, Parkin had become con-
vinced that microwaves were the best
option for externally propelled rock-
ets, and the idea was the subject of his
2006 Ph.D. thesis.
I was looking at many different
ways of getting to orbit and trying to
pick something that had a big per-
formance increase and was near term,
and [I] arrived at microwave thermal
rockets that way, he says. Were try-
ing to demonstrate all of the things we
need to demonstrate at very low cost
and small scale, and build things up
incrementally that way.
A no brainer
Parkins microwave thermal research
is funded by NASA, but the physicist is
also 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 in
2010 by Dmitriy Tseliakhovich, a doc-
toral candidate at Caltech, and Rich-
ard Schaden, cofounder of Quiznos.
Right now, were all privately
funded, says Tseliakhovich, but we
are 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 the
state of the technology and concluded
that microwaves were the most prom-
ising option. He approached Parkin
for help.
Tseliakhovichs opinion about mi-
crowaves came down to dollars and
cents. After examining todays energy
sources, the choice of microwaves
was a no brainer, he says. Lasers re-
quire much more subtle and compli-
cated control optics. Microwaves cost
at least 100 times less than energy in
the laser beam, he explains.
Which is not to say the system will
be easy to develop. After years of
studying and drafting papers on the
physics of microwave thermal propul-
sion, the alliance knows it must prove
the key elements of the system. We
need to show delivery of power from
source to heat exchanger, and trans-
ferring this energy efficiently enough
in the power of the jet, Tseliakhovich
explains.
Keep it simple
The alliances strategy is to remove as
many technical challenges as it can
from its proposed design. In the first
iteration, a rocket would be air-
dropped from an altitude of about 20
km to avoid the problem of heating
the rocket at liftoff, says Parkin.
Projecting microwaves at low alti-
tude would be difficult, because ob-
jects on the ground would reflect the
energy. So, for the first stage of the
ride to orbit, Were looking at some
sort of variation on Global Hawk or
WhiteKnightTwo 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 100
ground-based dishes. These would be
focused on the surface of the rocket.
Tseliakhovich says the rockets
payload could be protected from the
microwaves by a metal Faraday cage
the same technique used to contain
microwave energy in a microwave
oven. And even with precautions, he
has no illusions about launching peo-
ple or large payloads to space any
time soon. It will take a long time to
go from small payloads to human
flightyears and years, he says.
Enormous eciency gains
If the concept works, the efficiency
improvements could be enormous.
Since the hydrogen would not be
heated by combustion, there would be
no need to carry liquid oxygen; that
should make the microwave rocket
more powerful pound-for-pound than
a 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 chemical
reaction is wasted moving the oxygen
atoms carried in an oxidizer tank and
in 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 rocket
can do is about 450 sec, a unit that
refers to the amount of time a given
mass of propellant can produce a cer-
tain level of thrust. Calculations show
that a pure hydrogen rocket could
break 1,000 sec, Murakami says.
Choices ahead
It 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 electromagnetic
energy to a target many kilometers
away, and a heat exchanger system
that can transfer that energy to the
working fluid.
Conducting a full-up microwave
demo involving megawatts of energy
will not be easy. So the first task is to
find a material that can take the heat,
since the hotter the fuel, the higher
the pressure, and the faster it will
shoot out the nozzle. Murakami is test-
ing graphite, but Tseliakhovich also
likes refractory ceramics.
Thermally testing materials is most
important, and at this point, Murakami
is agnostic about how that heat gets
generated. 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 you
never 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 the
aerodynamics. Once you realize you
could wrap the heat exchanger
around the tank, theres no reason to
go to a kind of aeroshell that requires
strange tank configurations or winglets
or anything like that, he says.
The latest version of the concept
calls for a cylindrical rocket with a fuel
tank 3 m in diameter and 6 m long.
Thats the target, says Parkin.
Not to be underestimated is the
challenge of beaming the microwaves
to the rocket. Microwave sources can
be ordered, but this would require
building a large facility consisting of
dishes capable of forming high-power
microwave beams. There are micro-
wave sources, and there are various
technologies to create high-powered
microwaves. But the two have not yet
been combined. So thats where the
challenge is on the beam facility side,
Parkin says.
If the microwave alliance can
overcome these challenges, the payoff
could be enormous. Today, when a
rocket blasts off toward space, just 2%
of its total mass consists of useful pay-
off, says Tseliakhovich. In theory, 20%
of the microwave thermal rocket
could consist of payload. The micro-
wave alliance plans to prove it.
Ben Iannotta
biannotta@aol.com
fluid mechanics standpoint, the type
of radiation youre using to heat it up
(microwaves, millimeter waves, lasers,
or our 20-kW light bulb) doesnt mat-
ter much as long as it gets absorbed
and converted into heat, he says. So
we decided to go with the most cost-
effective system we could find, which
was a light bulb.
For the required thrust, Murakami
needs to get the material to about
2,500 K; he has demonstrated 2,000 K
so far.
Success would be, after exploring
the options and testing, being able to
build (on a small scale) a heat ex-
changer system that actually produces
the impressive values of specific im-
pulse, thrust to weight, etc., that
Kevins analyses say should be possi-
ble, Murakami says, referring to
Parkin of Carnegie Mellon.
In its strategy of not reaching too
far, the microwave alliance is eschew-
ing not just single-stage-to-orbit flight,
but also reusable rockets and large
payloads.
Parkin initially thought the rocket
should have a flat surface to absorb
the microwaves. He coauthored a pa-
per proposing to use the lifting body
shape of NASAs canceled X-33 single-
stage-to-orbit spaceplane.
Were not using X-33 aeroshell
any more, he says emphatically.
He came to that conclusion after
looking at materials for the heat ex-
changer. A flat surface would be un-
necessary because of the advent of
graphite fibers. You can weave them
Carbon bers can be woven into hollow channels to conform to the curve of a rocket.
Photo credit: Kevin Parkin.
August
is for
Aerospace
Interact with the
Congressional
Decision Maker
in your home district!
For information on
AIAAs
August
is
for Aerospace
program,
Contact
Duane Hyland
at duaneh@aiaa.org or
703.264.7558
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11-0475
SIGNALS INTELLIGENCE (SIGINT) HAS
become the primary focus of elec-
tronic warfare today (along with in-
frared countermeasures systems), and
it now garners genuine A-list funding
for both UAVs and manned airborne
platforms. Because threats are con-
stantly evolving, and detecting IEDs
(improvised explosive devices) is so
dependent on SIGINT, continuing
RDT&E, production, and upgrade
funding will be needed. There are sev-
eral major ongoing manned SIGINT
programs, in addition to other, more
changeable, UAV efforts.
Four-engine supremacy
The Air Forces primary legacy
manned SIGINT program is L-3 Com-
munications RC-135, with systems
mounted on widebody Boeing 707s.
Versions include Rivet Joint (about 17
aircraft), Combat Sent (two), and Co-
bra Ball (three), with development
and integration managed by the Air
Force Big Safari Systems Group. Some
funding is publicly declared, but other
funding and most program details are
classified.
In February, FY12 upgrade budget
plans showed enhanced air surveil-
lance capabilities and antenna im-
provements for Rivet Joint, and geolo-
cation improvements for Combat Sent
and Cobra Ball. The budget plans also
showed 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 Iraq
and Afghanistan. A limited radar jam-
ming capability has reportedly been
added as well. Compass Call is now
mounted aboard 14 EC-130H Hercules
aircraft. A 15th reportedly will be
added, and the system is expected to
remain in service until 2025.
All aircraft were to be upgraded to
Block 35 standard by 2008. In Febru-
ary, the Compass Call Baseline 1 (BL1)
configuration was being fielded; eight
aircraft will receive the BL1 upgrade.
The BL2 configuration is projected to
begin fielding in the first quarter of
FY14; six Compass Call mission air-
craft will receive BL2. A new mission
equipment baseline is to be defined
approximately 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 in
El Segundo, California, also providing
some subsystems. Obsolescence and
diminishing manufacturing sources are
addressed with each baseline up-
grade, and annually as part of sustain-
ment responsibilities.
Judging from the long list of
planned Compass Call RDT&E proj-
ectsincluding the digital signal analy-
gration efforts and software improve-
ments. Additional classified funding in
all budget lines should be worth more
than $200 million annually. Our fund-
ing forecasts are speculative, and in-
clude Teal Groups estimate of classi-
fied funding.
In March 2010, U.K. defense secre-
tary Bob Ainsworth announced that
the U.K. had finalized its agreement to
buy three new Rivet Joint aircraft and
related ground equipment, in a deal to
be worth well over $1 billion. Later
that year, the RAF sent 51 Squadrons
Nimrod R.1 SIGINT airplanes to Af-
ghanistan, as their last mission before
retirement. Then, in October, the U.K.
government unveiled a new Strategic
Defence and Security Review. Many
big-ticket programs were canceled in
the punishing budget cutsincluding
the entire Harrier jumpjet fleet. Re-
tained on schedule, however, were
plans for purchasing Rivet Joint, due
to enter service after 2014.
Another major USAF program is
Compass Call, a suite of ECM (elec-
tronic countermeasures) systems de-
signed primarily to disrupt voice and
data communications. Although Com-
pass Call has been a fielded, opera-
tional capability since 1983, it contin-
ues to evolve and adapt to counter
constantly changing adversary tactical
communications. Most recently, this
has been reflected in a shift from
SIGINT: Manned systems still on top
AIRBORNE SIGINT FUNDING FORECAST
RDT&E+Procurement (FY12 $Millions)
FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 Total
RC-135 214 352 394 413 388 336 280 258 270 259 3,164
Compass Call 110 132 71 102 85 84 70 79 70 66 867
EP-3 154 182 134 110 98 102 90 92 88 80 1,130
ACS/EMARSS 14 44 44 56 96 108 60 18 20 18 478
Guardrail/ARL* 46 34 28 38 36 76 102 49 60 58 527
ASIP 356 413 437 486 471 493 533 558 483 453 4,683
TSP 2 32 40 28 38 48 72 122 162 164 738
Other 117 134 151 164 196 208 223 237 237 243 1,910
Available 465 542 613 695 779 835 882 959 981 1,001 7,751
Total 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; the
SPEAR (special purpose emitter array);
the integrated modern communication
receiver; the human-to-machine inter-
face; and network-centric operations
and phased-array transmit and receive
apertureswe believe a large portion
of Compass Call funding is also classi-
fied. We have broken out an estimate
of SIGINT funding, though more than
this will be devoted to ECM systems.
The Air Force also funds programs
to develop new SIGINT technologies.
Under the Compass Bright program,
the FY12 budget this February funded
projects including auto noise profiling,
advanced wideband digital ELINT,
cross cueing, spectral search, LPI
search and copy, optimum audio ex-
traction, hands-free audio processing,
single-aircraft geolocation, and digital
wideband pulse receiver. Projects are
selected through a data call process
whereby the USAF evaluates propos-
als from the labs and industry to select
the most promising projects.
The Navys primary legacy manned
SIGINT program is the EP-3E Aries II.
Based on the P-3 Orion platform, it
has been in service for more than 30
years. 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 life
will now be extended, with substantial
upgrades, following the 2006 (and
later 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 the
Navy a total of 16 EP-3Es.
Tempest in a teapot: ACS/EMARSS
The aerial common sensor (ACS) pro-
gram was intended to replace both the
ARL (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. The
Navy also planned to buy 19-20 ACS
aircraft as replacements for its EP-3E
Aries II SIGINT planes.
Then, in January 2006, the Army
and Navy terminated ACS, after the
Embraer ERJ-145 aircraft proved to be
too small to carry all the payloads the
services required. But scheduled fund-
ing continued, with the Army and
Navy both analyzing alternatives. The
Army planned to restart ACS with a
new technology development contract
to two companies in late 2009, fol-
lowed by single-developer EMD slated
for the fourth quarter of FY14. This
would delay initial operational capa-
bility until at least 2016. But in Febru-
ary 2010, the program was reformatted
as a less gold-plated system and redes-
ignated the enhanced medium altitude
reconnaissance 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 Reconnaissance
Squadron One and operates from Kadena Air
Base, Okinawa, Japan.
tinue as the Armys primary (and more
effective) SIGINT platforms.
Guardrail and ARL
The AN/USD-9(V) Guardrail is still the
Armys primary airborne SIGINT plat-
form, carried on Hawker Beechcraft
RC-12s. The principal version now in
service is the USD-9B Guardrail/Com-
mon Sensor (GRCS), which added an
ELINT (electromagnetic intelligence)
capability to the earlier COMINT func-
tion. Production of new Guardrail air-
craft ended in 2000, but the GRCS has
seen a number of system upgrades
and improvements. More than 50 air-
craft have been built, and about 45 re-
main in service.
In September 2007, following the
first cancellation of ACS aircraft, the
Army announced the Guardrail mod-
ernization system integration program
to upgrade 33 Guardrail aircraft (29
operational, four training) to a new
RC-12X standard, with a potential
value of $462 million over five years.
Initial deliveries for testing occurred
in 2010. The primary new sensor for
losers Northrop Grumman, Lockheed
Martin/Sierra Nevada, and L-3 Com-
munications filed protests with the
Government Accountability Office pro-
testing the Armys award to Boeing,
and development work was frozen.
In March 2011, the GAO found
missteps in the Armys source selec-
tion of Boeing. The Army announced
that it has agreed to reevaluate cer-
tain areas of the competition, and fol-
lowing those reevaluations, will make
a new award decision in the near fu-
ture. So, back to square one.
What makes all this much ado
about very little, in market terms, is
that despite the constant media atten-
tion, neither ACS nor EMARSS were
planned to match funding of the big-
ger four-engine manned SIGINT pro-
grams such as Rivet Joint. Those have
trundled along doing their jobsand
earning hundreds of millions of dol-
lars of fundingsince before ACS be-
gan. The Armys new EMARSS plan,
whenever it goes ahead, is now a
shrunken program even in relation to
ACS, and Guardrail and ARL will con-
CECOM (Communications-Electronics
Command) awarded Boeing Phantom
Works in St. Louis, Missouri, an initial
$88-million contract toward a $323-
million, 42-month EMD program for
EMARSS. The $88-million contract in-
cludes orders for four EMD aircraft
(with an option for two more) plus
options for six LRIP (low-rate initial
production) planes. About 36 produc-
tion aircraft are expected eventually.
EMARSS will be based on the
Hawker Beechcraft King Air 350ER
turboprop, including a crew of four
with two operator workstations (for an
EO/IR operator and a communications
intelligence, or COMINT, specialist).
Its mission is to eavesdrop on signal
and communications transmissions,
and use an EO/IR sensor with full mo-
tion video to identify potential targets
from standoff range. Endurance will
be 5-7 hr at 25,000-ft altitude. Boeings
new Argon ST subsidiary, in Fairfax,
Virginia, is expected to develop the
SIGINT sensor.
Boeing is new to SIGINT, but used
its mid-2010 acquisition of successful
COMINT developer Argon ST and
late-2008 acquisition of SIGINT manu-
facturer Digital Receiver Technology
to beat off the competition, including
Northrop Grumman, Lockheed Mar-
tin/Sierra Nevada, and the competition
favoriteL-3 Communications, which
is producing about 40 similar MC-12
Liberty ISR aircraft as a rapid response
acquisition initiative for the Air Force.
Raytheon and SAIC also made bids,
both but were eliminated earlier in the
year-long competition.
The Army hoped for an early op-
erational capability within 18 months
of contract award, or around October
2012, with EMD aircraft serving over-
seas under a forward operational as-
sessment. But in December, EMARSS
AIRBORNE SIGINT MARKET SHARE
RDT&E+Procurement (FY12 $Millions)
FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18 FY19 FY20 Total
Northrop Grumman 356 413 437 486 471 493 533 558 483 453 4,683
L-3 325 464 449 440 408 371 314 298 304 287 3,661
BAE Systems 102 120 76 103 96 99 90 99 91 91 968
Raytheon 28 33 18 25 21 21 17 20 17 16 217
Other 106 118 132 143 169 184 200 204 207 210 1,673
Available 593 717 799 894 1021 1123 1156 1192 1268 1284 10,048
Total 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 Grummans
ASIP (airborne signals intelligence
payload) enhanced situational aware-
ness (ESA) system.
In November 2010, due to (unwar-
ranted) optimism about EMARSS,
Army funding was shifted back from
Guardrail, and the GRCS moderniza-
tion program (ASIP ESA) was to end
after the completion of 14 systems,
versus the original plan to complete
33 systems. The Army announced,
This change is to assist the funding,
force structure, and manning for the
EMARSS program, without losing nec-
essary capability to the force.
In January of this year, the first two
ASIP-upgraded RC-12X Guardrail air-
craft left Northrop Grummans Sacra-
mento, California, facility, deploying
to Asia. Despite their deployment, an
initial four systems were set to com-
plete outfitting and testing during the
first quarter of FY11 before receiving a
fully operational designation. An ad-
ditional 10 RC-12Xs are to be fielded
in 2011-2012.
The Armys ARL is also a milita-
rized commercial aircraft, based on
the De Havilland DHC-7. ARL came in
two configurations, the ARL-C COM-
INT version, with a complete COMINT
sensor package, and the ARL-M (multi-
INT), which combines COMINT with
synthetic aperture radar and EO/IR
imagery capabilities. In total, there are
eight DHC-7/ARL aircraft in service.
In February, Army procurement
plans included nearly $300 million for
ARL-M payload migration in FY15
and FY16. The ARL modernization
program will standardize payload sys-
tems, upgrading the COMINT subsys-
tem for improved irregular warfare
tactical collection and geolocation.
Unmanned future: ASIP and TSP
The Air Forces primary future UAV
SIGINT program is Northrop Grum-
mans ASIP. Development of a pod-
mounted ASIP began in 2003, for the
U-2 Dragon Lady and Global Hawk.
By August 2007, Global Hawk was to
be the primary platform, and the USAF
also planned to equip all Predator and
Predator-B UAVs with the wiring nec-
essary to receive the ASIP 1C (MQ-1
Predatorone electronics box) or 2C
(MQ-9 Predator-Btwo boxes), be-
ginning with UAVs leaving the produc-
tion line in 2010. The Armys manned
Guardrail aircraft will also get a ver-
sion of ASIP for the RC-12X upgrade.
Early this year the 452nd Flight
Test Squadron began developmental
flight tests on the first ASIP-equipped
Block 30 Global Hawk aircraft.
In October 2009 the ASIP 1C for
the smaller Predator was canceled, but
in November 2010 the Air Force
awarded Northrop Grumman a $23-
million contract to design and build a
pod-mounted ASIP-2C prototype for
Reaper, along with a $5-million con-
tract modification to support a limited
flight demonstration.
For Army UAVs, a sources-sought
solicitation was released in October
2010 to identify companies for TSP
(tactical SIGINT payload) EMD and
production, for a podded system for
Grey Eagle (Predator) UAVs. The TSP
cannot exceed 200 lb and 3 ft
3
in size,
nor require more than 1,200 W of
power. In February of this year, the
Army released a draft RFP for an 18-
month EMD contract to procure three
production-representative systems for
testing 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 the
ASIP or BAE Systems earlier TSP de-
velopment. In either case, the winner
stands a good chance of eventually
seeing high-volume production, per-
haps greater than ASIP, as the Grey
Eagle program is just beginning. TSP
will likely be offered for subsequent
endurance and tactical UAV competi-
tions, as we speculatively forecast.
Northrop and L-3 to lead
L-3 Communications and Northrop
Grumman should stay firmly atop the
airborne SIGINT market, because of
L-3s control of large manned SIGINT
aircraft such as the RC-135 and North-
rops dominance of future UAV sys-
tems with its modular, multiplatform
ASIP. BAE Systems had previously
been expected to maintain a strong
presence with its TSP and other sys-
tems, but has had trouble bringing
programs to production.
Aside from these firms and some
work by Raytheon, nearly half of the
future SIGINT market is still up for
grabs, 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. Rockwell
Teal Group
drockwell@tealgroup.com
The Global Hawk Block 30 carries the ASIP, which will increase battleeld signal collection capabilities.
The 452nd Flight Test Squadron began developmental ight 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 fresh
interest in NASA-led research into tech-
nologies that promise to reduce the amount
of fuel needed to fly an airliner from gate to
gate. Whether conservation comes through
increasing jet engine efficiency, minimizing
drag on the aircraft, or using lighter materials for the air-
frame, NASAs aeronautical innovators are considering
many options.
Their goal is to develop technology that would en-
able airplanes to burn only half as much fuel by 2020 and
at least 70% less by 2025, compared to one of todays
most fuel-efficient aircraft, a Boeing 777 with GE 90 en-
gines. Such significant fuel savings are one of three ambi-
tious goals of NASAs green aviation technology research.
by Jim Banke
Public Affairs writer,
NASA Headquarters;
President, MILA Solutions,
a NASA subcontractor
Flying farther on
less
Part three
Researchers are testing a wind tunnel model with specially designed wings in NASA Langleys National Transonic Facility.
They are trying to see if they can test for natural laminar ow on an airliner wing at ight conditions in a wind tunnel.
Credit: NASA/Sean Smith.
is enhanced by slowing the speed and in-
creasing the mass of air moving through the
engine. Thermal efficiency, how the energy
in the fuel is converted into power, usually
is enhanced by increasing the pressure of
air entering the combustor, running the
combustor at a hotter temperature, or using
less air to cool the turbine.
The bypass ratiothe proportional rela-
tionship between the amounts of air mov-
ing either past the engine core or into itis
the key to improving propulsive efficiency.
In a modern jet, a fan housed inside a na-
celle draws air into the engine. Some air
flows into the engine core and gets com-
pressed, mixed with fuel, and burned. The
resulting hot gas, which passes over tur-
bines that provide mechanical energy to
spin the fan blades and generate electricity
for the plane, is then expelled out of the
back of the engine. The higher the bypass
ratio, the greater the amount of air that
moves past the engine core, and the slower
the speed of the exhaust. This all means, in
theory, that less fuel is being consumed,
because making a lot of air move slowly
takes less work than making a smaller
amount 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 giant
blades are not shielded inside a nacelle,
The others are to minimize harmful emis-
sions and attenuate noise. NASA expects to
see 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 effect
on 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 efficiencyburning fuel at
hotter temperatures in the engineactually
produces higher concentrations of nitrogen
oxides, which degrade local air quality.
NASA is working to understand the
physics behind these trades so it can de-
velop methods for increasing fuel efficiency
and decreasing emissions simultaneously,
which would reduce carbon and emissions
footprints and improve local air quality.
While the environmental benefits remain a
driver, the economic benefits of burning
less fuel become more important with each
increase in the price of petroleum.
Fuel is a big part of the cost for an air-
line, and the price is not something they
have much control over, says NASA Lang-
leys Rich Wahls, project scientist for the
agencys Subsonic Fixed Wing Project.
There are concerns that prices will re-
turn to record levels not seen since 2008.
According to the DOTs 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 on
the 17.2 billion gallons of fuel they burned
last 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 that
NASA and its partners are studying promise
the greatest increases in fuel efficiency dur-
ing the next few decades.
The power and the glory
Engine 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 ight, 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
eects. From exotic new materials to greener
manufacturing methods, intensied eorts are
leading NASA into some futuristic technologies.
The engine
fan drive gear
system is the key
component that
makes it possible for the P&W
geared turbofan engine to work
and thus to increase the engines
fuel efciency. Image credit:
Pratt & Whitney.
can result in loss of aerodynamic efficiency
and potential compressor stall, says Jim
Heidmann, chief of the Turbomachinery
and Heat Transfer Branch at Glenn.
The potential short-term solution is the
use of better 3D design tools; the long-term
solution is using flow control in the com-
pressor using suction and directed air to
help 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 geared
turbofan, which NASA has teamed with
Pratt & Whitney to investigate. In most tur-
bofan engines a shaft connects the fan di-
rectly to the low-pressure turbine, which is
part of the core engine. The fan turns at the
same speed as the turbine. Slowing the fan
speed, which has noise and propulsive ef-
ficiency benefits, requires an increase in the
size of the turbine, because the turbine is
most efficient at higher speeds. In the
geared turbofan, a gearbox connects the
fan to the turbine. The gearbox enables the
turbine in the core engine to run efficiently
at high speed while the fan runs efficiently
and quietly at low speed.
This change in configuration enables
an increase in fan diameter without increas-
ing core engine size, so the bypass ratio in-
creases. The higher bypass number allows
for improvements in propulsion efficiency.
At the same time, changes in design within
the core allow it to burn the fuel at higher
pressures and temperatures, improving the
thermal efficiency. These characteristics
and their contribution to improving overall
fuel burn efficiency, along with the noise
benefit offered by slower fan speeds and
nacelle, are what excite researchers about
the technology.
This is a revolutionary technology,
says Chris Hughes, manager of the ultra-
high bypass engine technology research at
Glenn for ERA. The question is, how far
can we push the technology and grow it to
fit an entire range of aircraft?
Although the geared turbofan provides
slightly less overall propulsion efficiency
than an open rotor, it is much quieter. The
thermal efficiency challenge in the core en-
gine of an open rotor system is similar, if
not identical, to that of a ducted propulsion
system with a nacelle, so the developments
in core engine technology benefit both
ducted and open systems.
Going with the ow
Another way to improve fuel efficiency is to
they are very noisy and would disturb peo-
ple both inside the aircraft and on the
ground. Also, the large open rotor systems
envisioned, with blade lengths approaching
14 ft, will not fit any existing aircraft; a new
vehicle must be designed to accommodate
them. Finally, because of their propeller-
like appearance, open rotors have been
slow to gain the flying publics acceptance.
General Electric and a Pratt & Whitney/
Allison team developed and studied open
rotor engine technology in the late 1980s.
With a bypass ratio approaching 30, open
rotors proved that
they could beat
the fuel burn effi-
ciency of other
engines hands
down, because
the blades were
moving such a massive amount of air, says
Dale Van Zante, a propulsion engineer with
the Environmentally Responsible Aviation
(ERA) Project at NASA Glenn. Recently,
NASA and GE revived the investigation of
open rotors with the aim of improving their
practicality.
Thermal eciency eorts
For researchers seeking to improve thermal
efficiency, all the action is in the jet en-
gines core. NASA is working sepa-
rately with GE and P&W on
ideas that address the ther-
mal efficiency of engines
already in use or envi-
sioned for the future.
With GE, NASA is
attempting to dra-
matically increase
the pressure of air
that passes through
an engine compres-
sor, but without
adding too many
rows of compressor
blades. More blades
mean 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 is
that the flow characteristics of the air mov-
ing through the core become difficult to
manage 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 PW1000G
PurePower engine. Image credit:
Pratt & Whitney.
reduce drag. The less drag, the less thrust
engines must generate to maintain the air-
craft at a given speed and altitude, so the
less fuel they burn. The two major sources
of drag confronting aircraft designers are
skin frictionhow smoothly air passes over
the vehicle surfaceand induced drag
caused by the finite wingspan. NASA is fo-
cused on finding practical solutions to re-
duce skin friction drag. One approach is to
control turbulent air near the surface of the
aircraft; another is to reduce the size of air-
craft surfaces.
No matter how aerodynamically smooth
the surface of an aircraft is, after only a cou-
ple of flights the wing leading edge and
cockpit windshield will be spattered with
insects and debris that can trigger turbulent
flow and increase drag. NASA researchers
are working to quantify what they call the
knock-down factorjust how detrimental
the insect accumulation can be to laminar
flow in an operational environment.
One of our goals is to find a way to
treat the leading-edge surface with a coat-
ing, or some kind of surface modification
that is self-cleaning, so that dirt doesnt ac-
cumulate very fast on it, insects also dont
accumulate very fast, or the insect residue
is reduced, says Langleys Tony Washburn,
chief technologist for ERA.
Washburn says researchers have tried
several commercially available products
and have formulated new compounds with
the desired nonstick properties.
System studies typically show that a
6-10% reduction in overall aircraft drag is
possible with laminar flow technology, de-
pending on the configuration and mission
profile. The coatings work is intended to
improve the odds for maintaining a high
rate 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 is
applied judiciously to a wing.
NASA, with contractor Texas
A&M University, plans a series
of test flights in late 2012 or
early 2013 with a Gulfstream
III business jet. A portion of
one aircraft wing will be fitted with a
glovea test article designed to demonstrate
a relatively new idea for enabling laminar
flow on commercial airliners.
The leading edge of the glove is cov-
ered with microscopic bumps known as
discrete roughness elements, which are
6-12 m in height (about the thickness of
plastic wrap) and spaced about 4 mm apart.
Flight tests will determine whether such
roughness elements can maintain laminar
flow over a 6-ft section of wing. It seems
counterintuitive, but without discretely
spaced roughness elements, air flowing
over a swept wing tends to develop small
vortices that grow in intensity until the air-
flow over the wing is fully turbulent. This
A NASA experiment will be
own on this jet to test
improving laminar ow over an
aircraft wing. The marked area
on the left wing shows the area
where an experimental glove
will be located. Image credit:
NASA/Tony Landis.
This computer simulation shows
what the wing glove looks like
and how it will be placed on the
testbed aircraft. Image credit:
NASA/Ethan Baumann.
Langley, the EBF
3
technology lead in the
Fundamental Aeronautics Program.
Normally an aircraft builder might start
with a 6,000-lb block of titanium and ma-
chine it down to a 300-lb part, using many
gallons of cutting fluid in the process and
leaving 5,700 lb of material to recycle.
With EBF
3
you can build up the same part
using only 350 lb of titanium and machine
away just 50 lb to get the part into its final
configuration, says Taminger. Because the
part is built up layer by layer, she adds,
you also have flexibility in engineering the
materials and shapes of the stiffeners to tai-
lor the resulting structure, resulting in
something that cannot be built with con-
ventional manufacturing practices.
The weight savings comes through the
freedom the EBF
3
process allows: to use
less material while manufacturing parts that
are more structurally efficient, meaning
they weigh less and still meet or exceed the
necessary strength and safety requirements.
Another weight-savings possibility is
nanotubes, in theory 100 times stronger
than steel. These tubes are not just strong,
they also are highly conductive, says Mia
Siochi, a research scientist with NASAs
Subsonic Fixed Wing and ERA projects.
Could they be the next generation of air-
craft structural composites?
The promise of having it multiple
times stronger than carbon fiber is not yet
realized, [but] were working on that, says
Siochi. She adds that researchers are start-
ing small, through nanoscale modeling of
materials and research into the manufactur-
ing of nanotubes, and are trying to make
increasingly larger structures. It could take
another 15-20 years for the technology to
be ready for use on commercial airliners,
either as large structures such as wings, or
even as wiring for power within an airliner.
Another candidate technology for
building large, lightweight structures for fu-
ture aircraft is pultruded rod stitched effi-
cient unitized structure, or PRSEUS. Layers
of carbon-fiber composite materials are
stitched together with a special thread to
give the layers structural integrity. Once the
stitching is done, the carbon fiber is infused
with epoxy resin under vacuum pressure to
pull the resin through, and then placed into
an oven to bake.
Unlike using traditional composite fab-
rication techniques, making PRSEUS does
not 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 prevent
the naturally occurring vortices from grow-
ing and destroying the laminar flow, thus
reducing skin friction.
Wind tunnel tests have shown this ap-
proach to laminar flow works at laboratory
conditions. The question is whether it works
in the thinner boundary layers experienced
in flight.
Another means of minimizing drag may
be to make airplanes with smaller vertical
tails. NASA and Boeing are pooling re-
sources to investigate active flow control,
which is a way to shrink the tails and still
maintain control of the airplane during crit-
ical flight phases such as takeoff.
Designers think pulsing air along the
rudder hinge line is one way to give the air-
plane full control over its yaw, even with
an engine out and the tail smaller. The con-
cept involves a series of small jets placed
along the rudder hinge line. The jets would
make the air better follow the contour of
the rudder, causing the rudder to generate
more force than it otherwise could. This al-
lows for a smaller tail, with less surface area
to create drag when the airplane is cruising.
Recent wind tunnel tests indicate that it is
possible to achieve a 40% improvement in
the force created by the rudder.
Weighty structural advances
The heavier an aircraft is, the more fuel it
will need to get off the ground and stay
aloft. One key to fuel effi-
ciency is new materials that
are as strong as anything
used today but can do the
same structural job with
much less mass.
Electron beam free form
fabrication, EBF
3
, technol-
ogy uses an electron beam,
a computer, a moving base
inside a vacuum chamber,
and wire to create structures
one layer at a time. Having
progressed for several years,
the technology is becoming
available commercially, but
its applications in aviation
and in space are still being
researched.
You start with a CAD
model of the part you want
to 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 to
make this sample titanium part.
NASA innovators are working on
scaling up the process to build
larger components.
Image credit: NASA.
small puncture or crack from growing out
of control. The key is that with stitching,
one can achieve the fail-safe design load
limits of metals, but with lighter weight.
Carbon-epoxy systems are about half as
dense as aluminum, so the resulting struc-
ture weighs less.
Were trying to develop technology to
make aircraft lighter, and were doing that
by looking at new ways to put together
composite structures where they are lighter
than metals and get rid of all those fasten-
ers, all those rivets, says Langleys Dawn
Jegley, PRSEUS lead for ERA.
The way ahead
Overcoming the many technical challenges
of reducing the aviation industrys thirst for
fuel while also meeting air traffic growth
expected during the next few decades will
keep NASA and its research partners busy
for the foreseeable future. What is clear is
that there is no single solution to the prob-
lem; boosting fuel efficiency will require a
host of innovative ideas and in-depth ef-
forts on multiple fronts.
Editors note: This is the third of four fea-
tures describing the challenges associated
with trying to invent a truly green air-
plane. The first feature (March 2011) cov-
ered research into reducing nuisance noise
around airports. The second (May 2011)
concerned efforts in lowering aircraft emis-
sions and improving air quality. The final
feature will examine the nations air traffic
management 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 one
layer at a time. The EBF
3
process
allows for more intricate
components to be manufactured
using smaller amounts of raw
materials than conventional
methods use. Image credit: NASA.
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MEMBER, UT AEROSPACE & DEFENSE ADVISORY COUNCIL
EXECUTIVE VP FOR AERONAUTICS, LOCKHEED MARTIN CORPORATION
AIAA is proud to honor the very best in our industry: those individuals and teams who have taken
aerospace technology to the next levelwho have advanced the quality and depth of the aerospace
professionwho have leveraged their aerospace knowledge for the benet of society.
AIAA Awards presented between April 2011 and June 2011 include:
10-0370
AIAA Foundation Educator
Achievement Awards
Christy Garvin
Vaughan Elementary School
Powder Springs, Georgia

Penny Glackman
Merion Elementary School
Merion, Pennsylvania
Roger Kassebaum
Milken Community High School
Los Angeles, California

Benjamin McLuckie
Hoonah High School
Hoonah, Alaska

Christopher Miko
Meadows Elementary School
Manhattan Beach, California

Carl Steven Rapp
Linwood Holton Governors School
Abington, Virginia
Jill Guisberg Wall
Farnsworth Aerospace PK8 Magnet School
St. Paul, Minnesota
AIAA Aeroacoustics Award
Martin Lowson
Emeritus Professor and Senior Fellow
Bristol University
Founder and President, ULTra PRT
Bristol, United Kingdom
AIAA Aerodynamics Award
Preston A. Henne
Senior Vice President
Programs, Engineering & Test
Gulfstream Aerospace Corporation
Savannah, Georgia
AIAA Distinguished Service
Award
G. P. Bud Peterson
President
Georgia Institute of Technology
Atlanta, Georgia
AIAA Fluid Dynamics Award
Hans Hornung
Clarence L. Johnson Professor of Aeronautics
California Institute of Technology
Pasadena, California
AIAA Foundation Award
for Excellence
U.S. Air Force Scientic Advisory Board
Honoring 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 Award
Edward C. Stone
Morrisroe Professor of Physics
California Institute of Technology
Director Emeritus, Jet Propulsion Laboratory
Pasadena, California
AIAA National Capital Section Barry
M. Goldwater Educator Award
Gen. John R. Jack Dailey
Director
Smithsonian National Air and Space Museum
Washington, D.C.
AIAA Plasmadynamics and Lasers
Award
Chul Park
Professor, Department of Aerospace Engineering
KAIST
Daejeon, South Korea
AIAA Public Service Award
Richard R. John
Director Emeritus
Volpe National Transportation Systems Center
Cambridge, Massachusetts
AIAA Reed Aeronautics Award
David A. Peters
McDonnell Douglas Professor of Engineering
Department of Mechanical Engineering
and Materials Science
Washington University
St. Louis, Missouri
AIAA Theodor Knacke
Aerodynamic Decelerator
Award
Edwin Vickery
Consultant
Vice President Engineering (Retired)
Irvin Aerospace Inc.
Santa Ana, California
AIAA Thermophysics Award
Ramesh K. Agarwal
William Palm Professor of Engineering
Department of Mechanical Engineering and
Materials Science
Washington University
St. Louis, Missouri
Daniel Guggenheim Medal
(Sponsored by AIAA, AHS, ASME, and SAE)
Robert H. Liebeck
Senior Technical Fellow
The Boeing Company
Huntington Beach, California
Walter J. and Angeline H.
Crichlow Trust Prize
Chin-Teh (C. T.) Sun
Neil Armstrong Distinguished Professor of
Aeronautics and Astronautics
Purdue University
West Lafayette, Indiana
Rodney Bowersox
Charles Elachi
Feri Farassat
Sivaram Gogineni
Bruce Holmes
John Lineberry
R. Byron Pipes
J. David Powell
Donald Richardson
Steve Trejo
Kenrick Waithe
Thank You Nominators!
AIAA appreciates your time and effort in preparing the nomination package!
11-0505
by Leonard David
Contributing writer
20 years ago. Spin stabilization will keep
the probe pointed toward the Sun, with no
need for active control.
Early in the design process, radiation
was flagged as one of the top risks to the
spacecraft. Juno will avoid Jupiters highest
radiation regions by approaching over the
north, dropping to an altitude below the ra-
diation belts, and then exiting over the
south. The probes 11-day elliptical orbit
drops under the belts to within 3,000 mi. of
Jupitercloser than any previous space-
craft. Vital to Junos operation is the place-
ment of sensitive electronics within the first
radiation-shielded electronics vaulta tita-
nium chamber whose thickness is opti-
mized for maximum protection.
Juno is the second spacecraft designed
under NASAs New Frontiers program, fol-
A
spacecraft mission to massive
Jupiter promises unique insight
into the planets origins, struc-
ture, atmosphere, and magne-
tosphere. But it could also yield
findings on the development of
our solar system, including the Earth itself.
NASAs solar-powered Juno spacecraft,
now ready for an early August sendoff to
the giant planet, is built to endure hard-
ware-crippling radiation and brutal thermal
conditions. With an orbit five times farther
from the Sun than Earths, Jupiter receives
25 times less sunlight than does our planet.
Juno has a trio of solar wings that give
it an overall span of more than 20 m. Its
modern solar cells are 50% more efficient
and 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, NASAs Juno spacecraft will seek to answer burning questions about our
solar systems 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 toJupiter
lowing Pluto New Horizons, a probe now
en route to a 2015 flyby of Pluto and its
moon Charon. JPL in Pasadena, California,
manages Junos mission; the spacecraft was
built by Lockheed Martin Space Systems.
A United Launch Alliance Atlas V will
hurl Juno into space from Launch Complex-
41 at Cape Canaveral AFS in Florida. The
launch window opens August 5 and ex-
tends through August 26.
Farthest solar-powered journey
Anyone who visited Lockheed Martin Space
Systems while Juno was under construction
could see that its elaborate design pre-
sented many challenges, particularly given
the harsh conditions at Jupiter. The planet
has a deadly radiation environment, along
with an abundance of charged particles that
also charge up the spacecraft. These condi-
tions are much more relentless than those
faced by Mars probes, says Tim Gasparrini,
Lockheed Martin program manager for
Juno. Thanks to the shuttle-launched Gali-
leo spacecraft, which orbited Jupiter from
December 1995 to September 2003, the
team has been able to leverage a lot of the
experience gained about Jupiter as a
place, Gasparrini tells Aerospace America.
The electronics of the nuclear-powered
Galileo were shielded by special compo-
nents designed to be radiation resistant. Its
mission to Jupiter did not need to survive
the harshest radiation regions where Juno
will operate.
Without plutonium-fueled radioisotope
thermoelectric generators, Juno features
some 50 m
2
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 isnt taken as sci-
ence by one of the instruments, he adds.
Vaulting to an outer planet
The radiation belts are shaped like a huge
doughnut around the planets equatorial re-
gion and extend out past one of the many
Jovian moons, Europa, about 650,000 km
beyond the top of Jupiters clouds.
Gasparrini says Junos special radiation
vault was an early idea. You had two
choices: Either shield the hardware from
the radiation, or try and design the hard-
ware to survive the radiation. Trying to go
through a design process to screen all those
parts to Jupiters environment was judged
travel farther than any solar-powered
spacecraft ever built, Gasparrini notes. Solar
array fabrication was not easy, but the
problems encountered early on were even-
tually solved. We cherry-picked the solar
cellsusing thicker cover glasses than you
might normally have. On the back of the
arrays, theres a patchwork of conductive
Kapton to dissipate charged particles.
Juno is equipped with 25 sensors and
nine experiments. So thats a lot of fields
of view, and lots of things that you have to
keep happy. Everybody wants to look a
certain way and do a certain thing and op-
erate at a certain time. And you want to
make sure that the interplay of the instru-
Technicians test the deployment
of one of the three massive solar
arrays that will power NASAs
Juno spacecraft. Image credit:
NASA/JPL-Caltech/Lockheed
Martin.
Inside a clean room, technicians
installed a special radiation
vault onto Junos propulsion
module. The vault has titanium
walls to protect the spacecrafts
electronic brain and heart
from Jupiters harsh radiation
environment. 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 payload
Juno carries nine instrument suites comprising 26 separate sensors. The Italian Space
Agency 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 Jupiters
interior structure (JPL).
Magnetometer: Fluxgate magnetometers guided by advanced stellar cameras map
Jupiters interior structure and magnetic dynamo (NASA Goddard and Danish Technical
University).
Microwave radiometer: Multiple antennas map Jupiters microwave brightness for
deep atmosphere sounding and composition (JPL).
Jupiter energetic-particle detector instrument: Particle detectors map electron energy
and 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 Jupiters
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 Jupiters poles (Malin Space Science Systems).
to be much more expensive and invasive
into the hardware design, he says.
After lead turned out to be a poor
structural metal for the vault, tantalum face
sheets with honeycomb were assessed.
Tantalum is a rare, hard, blue-gray, lustrous
transition metal that is highly resistant to
corrosion. It is one of the refractory group
of metals widely used as minor compo-
nents in alloys. While a tantalum sandwich
structure offered a lightweight solution for
radiation shielding, construction of the
vault using the material proved more com-
plicated than machining a piece of titanium.
The vault is not designed to foil every
Jovian electron, ion, or proton from striking
the system. Rather, it will significantly slow
the radiations aging effects on the electron-
ics for the duration of Junos explorations.
For the 15 months Juno orbits Jupiter,
the spacecraft will have to withstand the
equivalent of more than 100 million dental
X-rays, says Bill McAlpine, Junos radiation
control manager at JPL. In the same way
human beings need to protect their organs
during an X-ray exam, we have to protect
Junos brain and heart.
The titanium vault is a centralized elec-
tronics hub. Parts of Junos electronics were
made from tantalum or tungsten, another
radiation-resistant metal. Some assemblies
also have their own minivaults for protec-
tion. Virtually all of the spacecraft and in-
strument avionics are inside the vault, says
Gasparrini. Each titanium wall of the vault
measures nearly 1 m
2
in area, about 1 cm in
thickness, and 18 kg in mass. The vault it-
self is roughly the size of an SUVs trunk
and contains the command and data-han-
dling box, the power and data distribution
unit, 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
projects principal investigator, based at
Southwest Research Institute (SwRI) in San
Antonio, Texas. Without its protective
shield, or radiation vault, Junos brain
would get fried on the very first pass near
Jupiter.
Gasparrini says Juno receives roughly
half its radiation dose in the first 24-26 or-
bits of Jupiter. The other half comes during
the last eight orbits.
Boa constrictor-like cabling
A close-up look at Juno during its clean-
room assembly reveals a myriad of boa
constrictor-like cabling and wiring har-
nesses that snake in, around, and through-
out Juno. Those harnesses are specially
treated with copper overwrap, which pro-
vides enough radiation shielding that the
wires will survive the environment. But all
that adds weight, explains Jack Farmerie,
Lockheed Martins 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 many
science instruments. You have to jam as
much as possible, things that typically we
would spread out over a whole spacecraft,
into the small area of the vault, he tells
Aerospace America. Anything we could fit
inside the vault, we did. It was definitely
the toughest wiring job Ive had so far. A
huge degree of difficulty.
While there are out of the box items
that dot Junos structure, they have their
own built-in shielding. Germanium-coated
blankets and conductive Kapton film wraps
help offset whatever Jupiter spits at the
spacecraft.
Science focus
In October 2013 Juno is to carry out an
Earth flyby gravity assist, followed by ar-
rival at Jupiter in July 2016. The 7,992-lb
spacecraft carries more than 4,400 lb of
propellant for the five-year voyage.
Junos three large solar panels will be
folded into four-hinged segments for
launch. Once extended, they will soak up
sunlight continuously throughout the mis-
sion, except for a few minutes during the
In search of clues
Juno was conceived by scientists who
were very familiar with the hazards of the
Jovian environment, says SwRIs Bolton,
the lead scientist. Working with engineers,
they were able to put together a concept
that simultaneously considered measure-
ment, orbit, and spacecraft requirements
that could accomplish our objectives with-
out compromising our goals. The key was
having the right people with the right ex-
pertise working together right from the
start, he tells Aerospace America.
He underscores the likelihood not only
that Juno will provide answers to the sci-
ence questions on its agenda but also that
these answers will lead to new questions.
Juno is fully capable of addressing all
of our science objectives. The trick is to get
the special instruments onboard Juno ob-
serving from a very special placeour polar
orbit, notes Bolton. As with all scientific
exploration, I expect Juno will allow us to
make progress answering our questions
and providing the knowledge we need to
develop the next set of questions for the
next mission. This is the key to learning
about 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 make
a giant leap.
The Juno mission will probe Jupiters
atmosphere for clues to how the largest
(and probably oldest) planet in the solar
system, and the solar system itself, were
formed from a primordial cloud of gas.
Jupiter contains more matter than all
the 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 Jupiterto figure
out the billion-year-old recipe [for] the first
planets in our solar system.
Bolton sees Junos mission of discovery
as conceivably rewriting the books on how
Jupiter was born, and possibly even on
how our solar system came into being.
Beyond the frost line
Holding a similar view is Juno coinvestiga-
tor Fran Bagenal, professor of astrophysical
and planetary sciences at the University of
Colorado, Boulder. She says that to under-
stand how the solar system formed, scien-
tists need to understand how much oxy-
genmost commonly found as wateris
inside Jupiter.
Did Jupiter collapse from the original
Earth flyby. Each solar panel measures 2.6
x 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 three
arrays will provide about 450 W of electric-
ity. The high-gain antenna is attached to the
center of Junos main hexagonal body.
As a spinning spacecraft, at Jupiter
Juno sweeps its instruments fields of view
through space once for each rotation. At
three rotations a minute, the fields of view
move across Jupiter about 400 times in the
2 hr it takes to fly from pole to pole.
Juno will orbit the immense planet 33
times. To meet planetary protection re-
quirements, specifically to avoid running
into any biologically promising Jovian
moon, the spacecraft will purposely be
aimed to crash into Jupiter in October 2017.
Junos scientific agenda focuses on four
themes:
Origins: Determine the ratio of oxygen
to hydrogen, a clue to the abundance of
water on Jupiter. Obtain a better estimate of
Jupiters core mass.
Interior: Precisely map Jupiters gravita-
tional and magnetic fields to assess the dis-
tribution of mass in its interior, including
properties of the planets structure and dy-
namics.
Atmosphere: Map the variation in atmo-
spheric composition, temperature structure,
cloud opacity, and dynamics, to depths far
greater than 100 bars at all latitudes.
Magnetosphere: Characterize and ex-
plore the 3D structure of Jupiters polar
magnetosphere and its auroras.
Technicians at the Astrotech
payload processing facility in
Titusville, Florida, complete
installation of Junos high-gain
antenna. Photo credit:
NASA/Jack Pfaller.
cloud of gas? Or was the planet formed by
the gravitational attraction of hydrogen gas
onto a core of ice and rock? Or was more
ice added later when large leftover ice balls
collided with Jupiter? These different ideas
all predict different amounts of water in the
outer layers of Jupiter. Unfortunately, scien-
tists have been unable to measure the
amount of water at the planet, she says.
Current ideas about the formation of
the solar system, Bagenal says, suggest that
the Earth was formed at about its present
distance from the Sun, where it was too
warm for ice to condense. This means, we
think, that Earth formed from balls of rock
and metal that condensed out of the origi-
nal cloud of gas close to the Sun. It means
that the water was delivered to the Earth
later, after the planet was formed, she says.
Bagenal says one possible source of
Earths water was a population of large ice
balls that condensed out beyond the frost
linelikely beyond the asteroid belt. These
ice balls were left over from the formation
of the cores of Jupiter and the other giant
planets. As the largest, most massive planet
in the solar system, she adds, Jupiter is
thought to have stirred up the leftover ice
balls and sent them hurtling to the Earth.
Some of them may have been responsible
for the large craters on the Moon. The early
phases of the solar system were a danger-
ous time.
First glimpses
Junos magnetometers will measure Jup-
iters magnetic field with extraordinary pre-
cision and supply a detailed picture of what
the field looks like, both around the planet
and deep within, says NASA Goddards
Jack Connerney. He is the missions deputy
principal investigator and head of the mag-
netometer team. This will be the first time
weve mapped the magnetic field all
around Jupiterit will be the most com-
plete map of its kind ever obtained about
any 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 images
of Jupiter, including the first detailed
glimpse of the planets poles. This hard-
ware, dubbed Junocam, will acquire three-
color (red, green, blue) photos of Jupiter
during Junos first seven orbits around the
giant planet. The data will be processed
and studied by students as part of the Juno
Education and Public Outreach program.
Built by Malin Space Science Systems,
Junocam is derived from the Mars Science
Laboratorys Mars descent imager instru-
ment. The camera images, of approximately
9.3 mi./pixel resolution, will be used by
students to create the first color images of
the Jovian poles and high-resolution views
of the planets lower latitude cloud belts.
After the required seven-orbit design life,
Junocam will continue to operate as long as
possible in the cruel Jovian environment.
Looming line in the sand
Expectations are high that the Juno probes
principal goal of understanding the origin
and evolution of Jupiter is attainable. In
meeting this objective, Juno is likely to ex-
pose other secrets as well, not just about
our solar system but also about planetary
systems around distant stars.
After an extensive test program, Juno
was shipped on April 8 from Lockheed
Martin Space Systems, tucked within an en-
vironmentally controlled container on an
Air Force C-17 Globemaster III. The space-
craft was then transported to Astrotech
Space Operations in Titusville, Florida,
where it went through final processing.
With the departure date looming, Lock-
heed Martins Gasparrini notes, You have
constant tension between mission success
and a 21-day launch window. So youre do-
ing everything you can to make sure that
the spacecraft operates 100% flawlessly
when it gets into orbit....But you have this
realization and this reality that youve got
21 days to get it off the planet.
The fully assembled spacecraft
went through extensive testing at
Lockheed Martin Space Systems
near Denver. All three solar array
wings can be seen installed and
stowed, and the spacecrafts
large high-gain antenna is in
place on top. Image credit:
NASA/JPL-Caltech/LMSS.
O
Once every decade, the National Research Council (NRC) is asked to prioritize
NASAs goals, looking 10 years out. This years planetary decadal survey, recently
released, has determined that NASA must reduce the size and complexity of its
large ($2-billion-$3-billion) flagship planetary missions. The decadal survey was
undertaken to plan U.S. exploration strategy ahead of the NASA funding cuts ex-
pected under the Obama administrations 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 needed
changes in post-2013 mission designs. (The entire report may be found here:
http://solarsystem.nasa.gov/multimedia/download-detail.cfm?DL_ID=742.)
Mission priorities
The 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 Universitys Steve Squyres, who led the review.
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Contributing writer
The sweeping document, formally titled Vision and Voyages for Planetary Science
in the Decade 2013-2022, carries both the new recommendations and the reasons for
them. Squyres took temporary leave as project scientist for NASAs Mars Exploration
Rover program to head the survey.
A NASA/ESA twin-rover Mars sample return to search for evidence of life has the
highest 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 Space
Agencys participation in both. The flight to Europa was to have followed NASAs Juno
mission, set for launch this summer to investigate Jupiters atmosphere for clues to
early 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 solar
system.
Planets in the solar system imaged
by previous NASA spacecraft show
the breadth oftargets covered in the
decadal survey. The new strategy
for 2013-2022 envisions the rst
missions to the ice giants Neptune
and Uranus.
whole thing to save as much science as
possible within this new federal budget,
he explains.
Jim Green, the director of NASAs plan-
etary science division, is working hand in
hand with Squyres in the effort to preserve
mission content and equality across differ-
ent disciplines. Nonetheless, the Planetary
Society is deeply disappointed that there
may well be no flagship mission to the
outer planets, says a statement issued by
the group.
Trimming costs
Europas probable ocean may be the best
candidate in the solar system beyond Earth
for a currently habitable environment, says
Squyres. But an independent estimate from
the Aerospace Corporation puts the cost for
a full-up Jupiter Europa orbiter (JEO) mis-
sion at $4.7 billiona level far too high un-
der the new federal budget realities. The
decadal committee thinks that even if the
spacecrafts capabilities are reduced and
ESA shares the expenses, it will not fit
within a cost-constrained program.
Work on reducing JEO costs must be-
gin now, says Squyres, adding, JEO sci-
ence would be enhanced by conducting
the mission jointly with ESAs proposed
Ganymede orbiterperhaps by launching
them together to Jupiter.
Technology work on a Uranus or Nep-
tune mission needs to begin now, and the
mission, perhaps not to be flown until after
2022, would still open a whole new region
of the solar system for exploration.
But Mars exploration is where major
cuts must be made. This would kill ESAs
2018 ExoMars rover and replace it with a
single NASA rover that could carry most of
the ESA science instruments while fulfilling
the primary U.S. objective of collecting
samples for later pickup.
The proposed strategy would conduct
sample return as a campaign with three
separate 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 sample
cache, and a U.S. ascent vehicle to loft it
into Martian orbit.
Rendezvous and return by a Mars sam-
ple return orbiter (MSR-O). The Mars ascent
vehicle, with the samples, would ren-
dezvous with the MSR-O, which would fire
the samples back to Earth.
If the Mars, Europa, or Uranus missions
falter in their development, then either an
Enceladus orbiter at Saturn, to sense that
moons subsurface ocean, or a Venus cli-
mate mission could be flown.
Sharp cuts, sharp responses
There is some sharp criticism in the plane-
tary exploration communitynot about the
decadal survey findings trying to salvage
exploration, but rather about the sharply re-
duced Obama administration budgets that
are forcing the actions recommended by
the survey. The flow of scientific creativity
and technical innovation cannot be turned
on and off like a spigot. To make progress,
there must be steady support, says Bill
Nye, executive director of the Planetary So-
ciety. NASA is charged with exploring and
innovating, but the Congress and adminis-
tration routinely turn the spigot on and off,
and then seem outraged when NASA fails
to meet their schedules and expectations.
In the proposed FY12 budget numbers,
all science disciplines will take a hit, espe-
cially planetary science. No money has
been allocated for a Mars mission in 2018.
In fact, there is no money for any future
Mars 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 decadal
survey presented its thoughtful recommen-
dations, NASA is faced with reworking the
The MAX-C, a new rover for
collecting Mars samples, will be
lowered by a rocket-powered Sky
Crane just like the new Curiosity
Mars Science Laboratory being
launched in November for landing
in late 2012. After MAX-C has
completed its mission, another
rover, possibly a European one,
will also use a Sky Crane landing
to collect and load samples into
a return rocket.
A Martian ascent vehicle lifts off
from Mars with samples selected
and picked up by the NASA MAX-C
rover and then retrieved for
launch by an ESA rover. That
rover would place them in a U.S.
launcher that will send them to
a Mars orbiter, which would then
place them in another vehicle
for return to Earth.
The process could take many years,
given that at each point the samples would
be relatively safe from loss, unless the as-
cent vehicle failed. NASA must also keep
the cost of MAX-C below $2.5 billion.
This campaign would be scientifically
robust, with the flexibility to return to a
previously visited site (for example, if moti-
vated by an MSL discovery), go to a new
site, or fly a second MAX-C rover if the first
mission was unsuccessful for any reason,
says the decadal survey. It would also be
technically and programmatically robust,
with a modular approach and multiple
caches left on the surface by MAX-C to re-
cover from a failure of either the MSR-L or
MSR-O elements without requiring a re-
flight of MAX-C, adds the survey.
Missions already approved and funded
for near-term launch would continue. Dis-
covery, held to $500-million projects, is a
good example of a program where the cre-
ativity of the missions principal investigator
will not be countered by decadal survey
findings.
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 candidates
NASA will pick one 2016 mission from
among three science investigations it has
selected: looking at Mars interior for the
first time; studying an extraterrestrial sea on
one of Saturns moons; or studying the sur-
face of a comets nucleus in
unprecedented detail.
NASA scientists and engi-
neers have just completed a
major assessment of 28 new
Discovery mission candidates.
They picked three to receive
$3 million each for the mis-
sions concept phase or pre-
liminary design studies. In
2012, after another detailed
review of the concept studies,
NASA will select one for con-
tinuing development efforts
leading up to launch.
The selected mission will
be cost-capped at $425 mil-
lion, not including launcher
funding. The missions se-
lected for pursuit of prelimi-
nary design studies are:
Geophysical monitoring
station, or GEMS, would study the structure
and composition of the interior of Mars and
advance understanding of the formation
and evolution of terrestrial planets. Bruce
Banerdt of JPL in Pasadena, California, is
principal investigator. JPL would manage
the project.
Titan Mare explorer, or TiME, would
provide the first direct exploration of an
ocean environment beyond Earth, by land-
ing in and floating on a large methane-
ethane sea on Saturns moon Titan. Ellen
Stofan of Proxemy Research in Gaithers-
burg, Maryland, is principal investigator.
Johns Hopkins Universitys Applied Physics
Laboratory would manage the project.
Comet hopper, which would study
cometary evolution by landing on a comet
multiple times to observe its changes as it
interacts with the Sun. Jessica Sunshine of
A mission focusing on Europa
could help determine whether it
has a habitable ocean under
just a 100-ft frozen surface.
An artists concept shows a
notional spacecraftcollecting
radar data on the ocean and
its frozen surface, which some
future mission could penetrate
to reach the water below.
The Europa mission would study the subsurface ocean heating and thickness of the Jovian moons icy surface. If the
heat from below is intense and the surface ice is thin enough (left), the surface can directly melt, causing areas of
broken, rotated, and tilted ice block, as seen in many Galileo spacecraft images. But if the surface ice is sufciently
thick (right), the less intense interior heat will be transferred to the warmer ice at the bottom of the shell, coupled
with heat generated by tidal squeezing of the warmer ice. This warmer ice will slowly rise, owing as glaciers do on
Earth, 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, a
high mission priority; lunar south pole-
Aitken Basin sample return; a Saturn probe;
a Trojan tour and rendezvous, to explore
several of the 4,000 Trojan asteroids that
orbit Jupiter ahead of and behind the giant
planet; and a Venus in-situ explorer.
No relative priorities are assigned to
these five candidates. Instead, the selection
from among them should be made on the
basis of competitive peer review, says the
decadal survey.
For the New Frontiers Mission 5 selec-
tion, in addition to the list of candidates
that lost out in the NF 4 selection, Squyres
says, other options, such as an Io observer
and a lunar geophysical network, should
be considered.
The bigger picture
In a briefing at this years Lunar and Plane-
tary Science Conference in Houston, Texas,
Squyres says the mission strategy selected
by the NRC survey participants cross-cuts
three main themes:
Building new worlds: Missions to differ-
ent planets can all add data to key ques-
tions asked in the survey, such as: What
were the initial stages, conditions, and pro-
cesses of solar system formation, and how
did 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 their
atmospheres?
Searching for habitats: Locations that
could harbor life range from Saturns moon
Enceladus, where subsurface water is
warmed, to the closer Jovian moon Europa,
whose subsurface ocean is warmed by
Jupiters tidal forces. Mars is central to the
search 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 synthesis
continue today? Did Mars or Venus host an-
cient aqueous environments conducive to
early life, and is there evidence that life
emerged?
The workings of solar systems: The
study of planetary processes through time
includes 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 discovered
by the Kepler spacecraft and Earth-based
observatories?
the University of Maryland in College Park
is principal investigator; NASA Goddard
would manage the project.
This is high science return at a price
thats right, says Green. The selected stud-
ies clearly demonstrate a new era, with mis-
sions that all touch their targets to perform
unique and exciting science. NASA contin-
ues to do extraordinary science that is re-
writing textbooks.
Explains NASA Administrator Charles
Bolden, Missions like these hold great
promise to vastly increase our knowledge,
extend our reach into the solar system.
New Frontiers
NASAs New Frontiers program carries the
creative aspects of the Discovery program
to missions costing $1.05 billion, a figure
that includes launcher costs. But to give
New Frontiers missions more funding mar-
gin, the decadal survey recommends that
NASA lower the funding cap to an even $1
billion (in FY15 dollars), excluding launch
vehicle 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 of
New Frontiers missions to be carried out,
according to the survey. It will also help
protect the science content of the program
against increases and volatility in launch ve-
hicle costs.
Two New Frontiers missions have been
selected by NASA to date, and a third selec-
tion is under way now: The committee
recommends that NASA select two New
Frontiers missions in the decade 2013-2022.
These are referred to here as New Frontiers
Mission 4 and New Frontiers Mission 5.
A new $500-million Discovery
mission candidate would be this
proposed 2016 spacecraft that
would y to Saturn and drop
into a large methane lake on the
moon Titan. The spacecraft in
this graphic uses a oodlight
while moving along the surface.
The lake lander, developed by
Johns Hopkins Applied Physics
Laboratory, would compare
Titans characteristics to the
hydrological cycle on Earth.
Water vents ring from Enceladus,
discovered by the Saturn orbiter
Cassini, indicate there is a warm
water ocean under the surface.
A mission to Enceladus, nearly
1 billion mi. from Earth, is cited
in the survey as highly desirable
and would investigate the tiny
body, a moon where early micro-
bial life could have formed.
Advancing Your Mission Through Ours
AIAAs Corporate Membership roster represents corporations that lead the
world in the advancement of ight. Working together, we are committed to
being the shaping, dynamic force in aerospace the forum for innovation,
excellence, and global leadership.
For more information, please contact Merrie Scott at 703.264.7530 or merries@aiaa.org,
or visit our Web site at www.aiaa.org/corporatemembership.
09-0395_5_2011
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Aerial Delivery Research and
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Aernnova Engineering, US
Aerojet
The Aerospace Corporation
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Airbus Americas
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IBM
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Integral Systems, Inc.
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provide power, enabling a top speed of Mach 1.83. Also displayed is a full-scale
replica of cosmonaut Yuri Gagarins spacecraft, flown suspended from an Mi-6
transport 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, Englands prime
minister and the archbishop of Canterbury unveil a large
statue 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 Virgil
I. Grissom is successfully launched as
the second American in space, in
the second suborbital flight
aboard the Project Mercury
Liberty Bell 7 spacecraft. Boosting
the craft is a Mercury-Redstone
(MR-4) vehicle from the
Atlantic Missile Range at Cape
Canaveral. Grissom reaches a
peak altitude of 118.26 mi. and
a speed of 5,168 mph. His flight
lasts 15 min 37 sec, and his landing
is made 302 mi. downrange from
the launching point. The Liberty Bell 7
unfortunately sinks in the water as it is
picked up by a Marine helicopter, but Grissom
is 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, NASA
chooses a dozen U.S. aerospace companies to prepare bids for the design and
development 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 their
Heston Phoenix airplane breaks up near
Melbourne. The 22-year-old Melrose attained
fame in 1934 when he flew around Australia,
a distance of 7,500 mi., in record time. He then
flew to England in 8 days 9 hr, beating the previous
official record by 13 hr. He was the first solo
July 10 In preparation for their first
nonstop nonrefueled round-the-world
flight attempt, pilots
Dick Rutan and
Jeana Yeager take
off on a five-day test
flight that covers
11,339 mi. Voyager
Curatorial File, National Air and
Space Museum.
50 Years Ago,
July 1961
July 2 The USSR
delivers the first
batch of Tupolev Tu-16 twin-engine
strategic jet bombers to the Indonesian
air force. The aircraft (NATO code
name Badger) is also used by the Iraqi
and Egyptian air forces. It has a
maximum range of 4,474 mi. F. Mason
and M. Windrow, Know Aviation,
p. 61; Tu-16 file, NASM.
July 5 The Comet II, a three-stage
all-solid-fuel rocket developed and
built in Israel, is launched from the
Negev Desert to a height of 50 mi.
and releases a cloud of sodium vapor
to measure atmospheric phenomena.
Preparations are under way for
another rocket with instruments and
radio telemetry equipment. The
Aeroplane, July 13, 1961, p. 32.
July 9 The Soviet Union shows its
new Myasishchyev M-50 bomber for
the first time, in a Moscow flyby at
the Tushino Airport. Later given the
NATO code name Bounder, the M-50
is 187 ft 10 in. long with a wingspan
of 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, in
October 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 the
British-built sailplane Hjordis. The previous British record was 95 mi., set by Eric
Collins. The Aeroplane, July 8, 1936, p. 73.
July 8-10 British newspapers reveal that the German
airship Hindenburg narrowly escaped being rammed by
an RAF plane on June 26. Famed airship commander
Hugo Eckener corroborates this and relates that the
near-collision was caused by fog as the airship left
Manchester. Eckener urges that British aviators
henceforth be informed of which days the airship will
cross Britain, and of its precise course. The Aeroplane,
July 15, 1936, pp. 79-80.
July 12 Louise Thaden
sets a new womens speed record of
109.58 mph when she flies a 90-hp
Monocoupe over a 100-km course in 34
min. at Endless Caverns, Va. Aero Digest,
Aug. 1936, p. 76.
July 18 The Spanish Civil War begins. It is to involve German, Italian, and Soviet
air 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, a
Soviet flyer reaches a record altitude of
36,089 ft in a two-place plane of Soviet
construction with a payload of 1,102.311
lb. The pilot, Vladimir Kokkinaki, establishes
a new record for planes of this type. Aero
Digest, Aug. 1936, p. 76.
July 23 The Navy awards a contract for the
XPB2Y-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-engined
Short Brothers Empire flying boats,
meant for long-distance Imperial
Airways passenger routes, undergoes
trial runs at Rochester, England, where
it was built. Imperial has purchased
28 of the machines. With a length of
88 ft, a wingspan of 114 ft, and a
normal gross weight of about 40,000
lb, 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 the
maiden flight of his A-1, the first of a
long series of Curtiss seaplanes. The
flight takes 5 min and reaches an
altitude of 9 m. A. van Hoorebeeck,
La Conquete de LAir, p. 91.
July 1 U.S. pilot Charles Weymann
wins the coveted Gordon Bennett
Cup, flying his Farman aircraft 150 km
in 1 hr 11 min. His average speed is
78 mph. A. van Hoorebeeck, La
Conquete de LAir, p. 91.
An Aerospace Chronology
by Frank H. Winter
and Robert van der Linden
Aug. 17 An all-USAF team launches
an all-solid-fuel Blue Scout Jr. R&D
rocket to collect data in support of
military space
and weapons
development
programs. The
payload is to
aid the devel-
opment of
methods for detecting nuclear explo-
sions from space. The Blue Scout
rocket is the military version of the
Scout launch vehicle for orbiting
small payloads. Aviation Week, Sept.
25, 1961, p. 72.
Aug. 23 Ranger 1
is launched and
completes 110 Earth
orbits before it
reenters the at-
mosphere and burns
up. Its mission, considered only partly
successful, was to test spacecraft
systems and strategies for future lunar
missions of other Ranger craft. Flight,
Sept. 7, 1961, p. 407, and Sept. 21,
1961, p. 469.
Aug. 24 Famed aviatrix Jacqueline
Cochran claims a
new womens
world jet speed
record of 842.6
mph for a 15-km
straightaway
course, at Edwards
AFB, Calif., in a
Northrop T-38
trainer. Aviation
Week, Sept. 4, 1961, p. 36.
Aug. 26 The USS Iwo Jima is
commissioned at Bremerton, near
Seattle. It is the Navys first amphibious
25 Years Ago, August 1986
Aug. 12 Japan launches its first Mitsubishi H-1 rocket. The two-stage vehicle
features a license-built Thor-ELT first stage built in Japan and a completely Japanese
designed 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 USSRs second
man in space, after Yuri Gagarin, when he completes a
17-orbit flight in the Vostok 2 spacecraft and is successfully
recovered. The aims of the mission include determining the
effects of a prolonged orbital flight on human organisms
and studying mans working capacity during weightlessness.
Another goal is to measure the effects of cosmic rays on
living organisms, of which there are several specimens on
board. 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, makes
its first flight. Built by German manufacturer ARGE Sud, the fighter is to be used
by 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 at
79. He had an early interest in aviation and in 1911 put up money to start the
journal The Aeroplane. In 1912 he participated in the Grand Prix of the Aero
Club of France. The Aeroplane, Aug. 17, 1961, p. 170.
Aug. 12 Echo 1, the worlds first passive communications
satellite, reenters the atmosphere and burns up after
completing 4,480 orbits around the Earth and carrying out
about 150 communications experiments. Its most notable
included relaying a voice message from President Eisenhower
back to Earth during its first orbit, the transmission of music
and messages across the Atlantic, and sending facsimile
photos transmitted by the Post Office. Flight, Aug. 24, 1961,
p. 249.
Aug. 16 A magnetometer aboard Explorer 12 provides the first clear picture of
Earths magnetosphere, which was discovered in 1958 by Explorer 1 during the
International Geophysical Year. Magnetospheres are a mix of free ions and electrons
from both the solar and Earth winds, or from other planets ionospheres, and are
formed when a stream of charged particles such as the solar wind interacts with
the magnetic field of a planet. R. Zimmerman, The Chronological Encyclopedia of
Discoveries in Space, p. 17.
Aug. 17 The Handley Page H.P. 115, the worlds first
slim-delta research aircraft, makes its maiden flight at
the Royal Aircraft Establishment at Bedford, England.
The plane is designed for low-speed flight tests but is to play a very important
part in the British supersonic airliner program. It is one of two H.P. 115 aircraft
built for this purpose. The Aeroplane, Aug. 24, 1961, pp. 196-197.
assault ship that is also equipped to
operate a helicopter squadron, with
Marine combat troops. United States
Naval Aviation 1910-1980, p. 243.
Aug. 28 A Navy-McDonnell F4H
Phantom II piloted by Lt. Hunt Hardisty,
with radar interceptor officer Lt. Earl
DeEsch aboard, sets a new low-
altitude world speed record of 902.76
mph at Holloman AFB, N.M., flying
over a 3-km course in which the plane
is just 100 m from the ground. Aviation
Week, Sept. 4, 1961, p. 36; United
States Naval Aviation 1910-1980,
p. 243.
Aug. 30 The first attempt to
launch a solid-fuel Minuteman
ICBM from a silo fails when
the second stage ignites
prematurely, just as the missile
clears the silo. The Range
Safety Officer has to destroy it,
causing the biggest explosion
ever seen at Cape Canaveral. Aviation
Week, Sept. 18, 1961, p. 63; Flight,
Sept. 7, 1961, p. 406.
Aug. 1 Louis Bleriot, one of
the worlds great aviation
pioneers, dies near Paris
of a heart ailment. Bleriot
is best known for being
the first man to fly in a
heavier-than-air machine
across the English Channel,
in 1909. Also a highly
successful aircraft designer
and manufacturer, he had begun
to experiment with aircraft as early as
1906-1907. He preferred the
monoplane configuration, making the
channel flight in his Type XI. At the start
of WW I, he acquired Deperdussin,
the aircraft company that turned out
the Spad, one of the best known
fighters of the war. Bleriots factory produced 10,000 aircraft for the armed forces
of France and other allies. He also produced a wide variety of experimental and
novel designs, from high-speed single-engine airplanes to large, four-engine flying
boats. 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 possibility
of conducting a regular airline service over the 10,000-mi. route. The pilots, Sigmund
Levanevsky and Victor Levchenko, use a float-equipped Vultee. Their course lies
northward along the west coast of North America to Alaska, then across the Bering
Sea to Siberia, and then to Moscow. For the Siberian leg, the floats are replaced with
land gear. Aero Digest, Sept. 1936, p. 74.
Aug. 8 Margo Tanner sets two new womens seaplane records at Langley Field,
Va., when she pilots her Aeronca-powered seaplane over a 100-km course in 55
min 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 worlds airplane altitude
record when he flies his Potez 50 to
48,600 ft above Villacoublay Airport,
France. The plane is the same one used
by Maryse Hilsz the previous June when
she broke the French record by flying to
just over 47,000 ft. The Aeroplane,
Sept. 2, 1936, p. 292.
Aug. 30 Maryse Hilsz wins the Coupe Helene Boucher in the
Womens Annual Air Race from Paris to Cannes, flying her
Caudron C.680 at a speed of 228 mph. The distance covered is
about 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 pilots license, No. 37, from the Fdration Aronautque Internationale.
A. van Hoorebeeck, La Conquete de LAir, 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 LAir, p. 91.
And During August 1911
Claude Graham White establishes an air mail service
between London and Windsor, England, to carry 130,000
postcards in celebration of the coronation of King George
V. A. van Hoorebeeck, La Conquete de LAir, p. 91.
An Aerospace Chronology
by 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 ONeill.
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 PresidentStandards; 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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DEADLINE
AIAA BULLETIN / JULYAUGUST 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.
46 Jun 19th St Petersburg International Conference on Integrated St. Petersburg, Russia
Navigation Systems Contact: Prof. V. Peshekhonov, +7 812 238 8210,
elprib@online.ru, www.elektropribor.spb.ru
1921 Jun AIAA Infotech@Aerospace Conference Garden Grove, CA Jun 11 21 Nov 11
2528 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
1114 Jul ICNPAA 2012 Mathematical Problems in Engineering, Vienna, Austria
Aerospace and Sciences Contact: Prof. Seenith Sivasundaram, 386/761-9829,
seenithi@aol.com, www.icnpaa.com
1422 Jul 39th Scientific Assembly of the Committee on Space Research Mysore, India
and Associated Events (COSPAR 2012) Contact: http://www.cospar-assembly.org
1519 Jul 42nd International Conference on Environmental Systems (ICES) San Diego, CA Jul/Aug 11 15 Nov 11
30 Jul1 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 Jul1 Aug 10th International Energy Conversion Engineering Conference (IECEC) Atlanta, GA Jul/Aug 11 21 Nov 11
1316 Aug AIAA Guidance, Navigation, and Control Conference Minneapolis, MN Jul/Aug 11 19 Jan 12
2328 Sep 28th Congress of the International Council Brisbane, Australia 15 Jul 11
of the Aeronautical Sciences Contact: http://www.icas2012.com
15 Oct 63rd International Astronautical Congress Naples, Italy
Contact: www. iafastro.org

2011
1617 Jul Space Environment and Its Effects on Space Systems Intl Conf. on Environmental Systems Portland, OR
45 Aug Liquid Propulsion SystemsEvolution and Advancements Joint Propulsion Conf San Diego, CA
45 Aug Pressure Vessel Design Requirements and Verication Guidelines Joint Propulsion Conf San Diego, CA
45 Aug Hybrid Rocket Propulsion Joint Propulsion Conf San Diego, CA
45 Aug A Practical Introduction to Preliminary Design of Air Breathing Engines Joint Propulsion Conf San Diego, CA
45 Aug Electric Propulsion for Space Systems Joint Propulsion Conf San Diego, CA
67 Aug Aircraft and Rotorcraft System Identification Engineering Methods and GNC Conferences Portland, OR
Hands-on Training using CIFER
67 Aug Aircraft Handling Qualities GNC Conferences Portland, OR
67 Aug Mathematical Introduction to Integrated Navigation Systems with Applications GNC Conferences Portland, OR
67 Aug Modeling Flight Dynamics with Tensors GNC Conferences Portland, OR
67 Aug Modern Missile Guidance GNC Conferences Portland, OR
67 Aug Vision Based Control for Autonomous Vehicles GNC Conferences Portland, OR
1819 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
2526 Sep Introduction to Space Systems SPACE Conference Long Beach, CA
2526 Sep Systems Engineering Verification and Validation SPACE Conference Long Beach, CA
2526 Sep The Space Environment: Implications for Spacecraft Design SPACE Conference Long Beach, CA
DATE COURSE LOCATION VENUE
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 t? The AIAA Career Center is the aerospace industrys resource for
online employment connections.
For Employers: This easy-to use resource is designed to help you recruit the most qualied
professionals in the industry.
For Job Seekers: Whether youre looking for a new job, or ready to take the next step in
your career, well help you nd the opportunity thats right for you.
To nd a job or ll a position,
visit http://careercenter.aiaa.org today.
Find Exactly What Youre Looking For.
Visit the
AIAA Career
Center.
11-0460
CHANGE AT AIAA
Change is in the airor 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
presidents 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-
dents 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. Theyve work across the spectrum of the
skills of our membersair 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.
Brians article in this From the Corner Office space last month
set the tone: Anticipating ChangeSkating to the Puck. In
some respects, were already on the defensive, as our industry
is changing around us and we try to adapt. Its not that we dont
realize that the industry and profession have evolved, its that its
hard to change our habitsand structure. Aerospace systems
today are about integrationincredibly complex combinations
of structures and controls and electronics and propulsion and
information technologiesand those barely scratch the surface
brought together into packages that operate in inhospitable and
unforgiving environments. Today, we dont have a single confer-
ence, journal, or even Technical Committee that is devoted to
integration. Its broader than systems engineering, different from
aeronautics or astronautics, more complex than program man-
agementyet 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 Im 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.
Ive mentioned TAC and conferences, but only as an example.
What was clear from interacting with our Board memberssome
veterans and some newis 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 wont be changed. But when
were 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 cant
help but be optimistic about what the future holds for AIAA.
Bob Dickman
bobd@aiaa.org
CALL FOR BOARD OF DIRECTORS NOMINATIONS
The 20112012 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-LargeInternational
Technical DirectorAerospace Sciences
Technical DirectorAerospace Design and Structures
DirectorRegion II
DirectorRegion III
DirectorRegion 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 merries@aiaa.org.
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 AIAAs 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 carols@aiaa.org 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 AIAAs premier awards in aerospace categories.
AIAA President Brian Dailey opened the Gala with a warm welcome to the evenings guests, followed by presentation of the 2011
AIAA Fellows and Honorary Fellows, all of which were congratulated for their achievements. After dinner, Dailey presented AIAAs 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 Northwest
Ralph Johnson Albuquerque
Jess Jones Alabama/Mississippi
Kenneth Jones Spain
Kevin Jones Point Lobos
Robert Jones Orange County
Eswar Josyula Dayton/Cincinnati
Yogendra Kakad Carolina
Iraj Kalkhoran Long Island
Julian Kaplan Sacramento
Krister Karling Sweden
N Jeremy Kasdin Northern New Jersey
Tadakazu Katayama Japan
Alan Kawasaki Arrowhead
Unver Kaynak Turkey
Daniel Kelly Albuquerque
Debbie Kesselring National Capital
Hyoung Kim Houston
John Kim Los Angeles
Theodore Kim Albuquerque
Youdan Kim South Korea
Steve Kinaman National Capital
David King San Diego
Norman Knight Hampton Roads
Dean Kontinos San Francisco
Joseph Koo Southwest Texas
John Korte Hampton Roads
Jean Koster Rocky Mountain
Sastri Kota San Francisco
Michael Kouvarakos National Capital
Jentung Ku National Capital
John Kustura Orange County
John Lafferty National Capital
Feng Lai Oklahoma
Robb Laney Cape Canaveral
Scott Larrimore Los Angeles
Erik Larsen Mid-Atlantic
Patrick Lawless Vandenberg
Duck Joo Lee South Korea
In Lee South Korea
Herbert Leisenfelder, III Japan
Patrick LeMoine Houston
Lynn Roy Lewis San Gabriel Valley
Stephen Lichten San Gabriel Valley
Diane Linne Northern Ohio
J. Littles Alabama/Mississippi
William Londenberg Hampton Roads
Ronald Lovely Houston
Bernadette Luna San Francisco
Kaj Lundahl Sweden
Randal Lycans Alabama/Mississippi
Anastasios Lyrintzis Indiana
Michael Lytton Pacific Northwest
Shankar Mahalingam Arrowhead
Joseph Makowski National Capital
John Mankins Vandenberg
Frank Manning Tucson
Nagi Mansour San Francisco
James Marler National Capital
Jed Marquart Dayton/Cincinnati
Gary Martin San Francisco
Michael Martin Los Angeles
William Martin Tucson
Luigi Martinelli Northern New Jersey
Manuel Martinez-Sanchez
New England
Mathew Mathew Southern New Jersey
Ashok Mathur San Gabriel Valley
Lourdes Maurice National Capital
Mark Maurice National Capital
William McCasland National Capital
Gisela McClellan Atlanta
James McDonald San Francisco
Brian McElroy Illinois
D. Michael McFarland Illinois
John McGrath Rocky Mountain
Phil McKeehen Dayton/Cincinnati
James McLane, III Houston
Frank McLoughlin Wichita
Peter McQuade Rocky Mountain
Rajan Menon Twin Cities
Howard Merk National Capital
N. Ronald Merski Hampton Roads
Bradley Messer Greater New Orleans
Elizabeth Messer Greater New Orleans
25-Year Anniversaries
Albert Abeyta Rocky Mountain
Gregory Addington Dayton/Cincinnati
Naval Agarwal Pacific Northwest
Syed Ahmed Germany
Julie Albertson Rocky Mountain
Giancarlo Alfonsi Italy
Ahmed Algarni Saudi Arabia
Charles Allmon Netherlands
Robert Almassy National Capital
Stephen Alter Hampton Roads
Amy Alving National Capital
Jay Ambrose San Francisco
John Anderson Rocky Mountain
Mark Anderson San Diego
W Kyle Anderson Tennessee
Bimal Aponso San Francisco
Andrew Arena Oklahoma
Albert Arrieta Atlanta
David Ashpis Northern Ohio
David Austen Canada
Robert Austin Alabama/Mississippi
James Bagwell Northern Ohio
Juergen Bahr Houston
Randall Bailey Hampton Roads
Wendell Baker, II North Texas
Sivasubramanya Balakrishnan
St. Louis
John Barber Pacific Northwest
Robert Bardo North Texas
James Barry New England
Guido Baruzzi Canada
Steven Bass St. Louis
Dwight Bawcom Southwest Texas
Julia Bell San Gabriel Valley
Mark Benton, Sr. Los Angeles
Kurt Bethke North Texas
Richard Bitzer Northern New Jersey
David Blake Houston
Charles Blankenship Hampton Roads
Paul Blelloch San Diego
Keith Blodgett Dayton/Cincinnati
Richard Bowerman Dayton/Cincinnati
Rodney Bowersox Houston
Edward Brady Palm Beach
Robert Braun Atlanta
Richard Broyles Central Florida
Gary Brunner Dayton/Cincinnati
Charles Budman Mid-Atlantic
William Bundick Hampton Roads
Karl Burkett Southwest Texas
Donald Burnham Pacific Northwest
William Butler Hampton Roads
Aaron Byerley Rocky Mountain
Max Calabro France
Bruce Campbell National Capital
Graham Candler Twin Cities
Pietro Carboni Long Island
William Carrier St. Louis
Alice Carter Northwest Florida
John Cashen Houston
Mark Chaffin Wichita
Moustafa Chahine San Gabriel Valley
Chris Chan Mid-Atlantic
YeiChin Chao Taiwan (ROC)
Kuan Chen Utah
Gilbert Chew Sacramento
Larry Chien San Francisco
David Christhilf Hampton Roads
Prasad Chunchu Hampton Roads
James Cloutier Northwest Florida
Keith Coble San Fernando Pacific
Kevin Cole Iowa
Charles Coleman Antelope Valley
Keith Comeaux Los Angeles
Douglas Comstock National Capital
Genevieve Comte Bellot France
Allan Corbeil Connecticut
Maurice Corlandi, Jr. Alabama/Mississippi
Evin Cramer Pacific Northwest
Steven Craver Phoenix
John Cunningham Pacific Northwest
Jon Cutshall Southwest Texas
Donald Davis Phoenix
Mark Dean Southwest Texas
MEMBERSHIP ANNIVERSARIES
AIAA would like to acknowledge the following members on their continuing membership with the organization.
Michael Derby National Capital
John Dewsnap Rocky Mountain
John Dodson Michigan
Julian Domaradzki Los Angeles
Michael Donoghue National Capital
Ronald Dougherty Wichita
Leroy Dove San Francisco
Robert Drosdzal National Capital
Michael Durham National Capital
Duncan Dversdall Dayton/Cincinnati
John Edwards United Kingdom
Carl Ehrlich, Jr. San Fernando Pacific
John Ekaterinaris Greece
Edmane Envia Northern Ohio
Peter Erbland Dayton/Cincinnati
Ozcan Ertem Turkey
Charles Everding Dayton/Cincinnati
Carl Feldman Wichita
David Fenton National Capital
Stanley Fernandes Phoenix
David Fleming Cape Canaveral
Torsten Fransson Sweden
Jeffrey Frantz San Diego
Ryan Frederic Mid-Atlantic
Douglas Frietchen National Capital
Haruhisa Fujii Japan
Stephen Fujikawa Mid-Atlantic
Yu Fukunishi Japan
Richard Gaeta, Jr. Atlanta
Richard Gaffney, Jr. Hampton Roads
Donald Garber Hampton Roads
Tom Garner Connecticut
Alexander Giczy National Capital
Ian Gilchrist Pacific Northwest
Darrell Gillette Tucson
Chris Ginther Central Pennsylvania
Peyman Givi Mid-Atlantic
William Gjertson, Sr. Pacific Northwest
Stewart Glegg Palm Beach
Robert Glover Rocky Mountain
Paul Gloyer Tennessee
Oded Golan Israel
Jerry Goodman Houston
Jay Gore Indiana
Francesco Grasso Italy
Paul Graven Los Angeles
Robert Green National Capital
Michael Gries Iowa
Brand Griffin Alabama/Mississippi
Paul Gulman Rocky Mountain
Jai Gupta National Capital
Walt Gutierrez Albuquerque
Dennis Haas San Francisco
Jerold Haber Los Angeles
Kurt Hack Northern Ohio
Steven Hall New England
John Hall, Jr. Hampton Roads
George Hallinan San Fernando Pacific
Dennis Halpin Houston
Thomas Hamrick Alabama/Mississippi
Kurt Hansen Dayton/Cincinnati
Ray Harries Greater Philadelphia
Peter Hartwich Los Angeles
John Hatfield Alabama/Mississippi
Alson Hatheway San Gabriel Valley
Frank Hayes Long Island
George Henderson Greater Philadelphia
Elbert Hendricks Denmark
Alton Highsmith Alabama/Mississippi
James Hilkert North Texas
Ronald Hinrichsen Dayton/Cincinnati
Bradley Hitch Rocky Mountain
Eric Hoffman Mid-Atlantic
Michael Holmes Alabama/Mississippi
John Hoos Pacific Northwest
Thomas Horvath Hampton Roads
Tuyen Hua Houston
Douglas Hudson Greater Philadelphia
Andrew Humphreys Orange County
Takashi Iida Japan
Jonathan Ives Rocky Mountain
Stewart Jackson National Capital
Stephen Jacob Greater New Orleans
Bryan Jensen Orange County
Amos Johnson Houston
Thomas Meyer Mid-Atlantic
Paolo Mezzanotte Italy
Scott Miller Pacific Northwest
Frank Milos San Francisco
Sami Mina National Capital
Yoshikazu Miyazawa Japan
Misao Mizuno Japan
John Mohr St. Louis
Jesse Montgomery Dayton/Cincinnati
Young Moon South Korea
Richard Moore National Capital
William Moore Cape Canaveral
Adrian Morrison Australia
Robert Morstadt Utah
Issam Mudawar Indiana
Dennis Muilenburg St. Louis
James Mullen North Texas
Ronald Muller National Capital
Jeffrey Muss Sacramento
Gregory Myers Phoenix
Rajiv Naik Connecticut
Mohammad Naraghi Long Island
Jonathan Naughton Rocky Mountain
Walter Naumann France
Michael Neaves Northwest Florida
John Nicholas Illinois
Gordon Niva Orange County
Robert Norton Indiana
Christopher Nutter Pacific Northwest
Steven Ogg San Diego
Kenji Ogimoto Japan
Irving Ojalvo Connecticut
Jon Olansen Houston
Kirk Olsen Niagara Frontier
Wayne Olson Pacific Northwest
Gregory Orndorff Mid-Atlantic
Volkan Otugen North Texas
Susan Ouzts North Texas
Gordon Ow Los Angeles
James Packard Alabama/Mississippi
Sharon Padula Hampton Roads
Grant Palmer Pacific Northwest
Jayanta Panda San Francisco
Michael Papadakis Wichita
Richard Park National Capital
Gregory Parker Dayton/Cincinnati
Kevin Partin Houston
Roman Paryz Hampton Roads
Richard Pearson Mid-Atlantic
Doyle Peed Carolina
Jide Pelumi Dayton/Cincinnati
Paul Penko Northern Ohio
Michael Pennington National Capital
Darrell Pepper Arrowhead
Stanly Perin Pacific Northwest
Henry Pernicka St. Louis
Gary Peterson Southwest Texas
Kenneth Philippart Alabama/Mississippi
Christophe Pierre Canada
George Piper Mid-Atlantic
Ronald Platz Rocky Mountain
Thierry Poinsot France
Ronald Porter Alabama/Mississippi
Nathan Prewitt Alabama/Mississippi
Christine Probett San Diego
Andrzej Przekwas Alabama/Mississippi
Douglas Rabe Dayton/Cincinnati
Jayant Ramakrishnan Houston
Mysore Ramalingam Dayton/Cincinnati
Rodney Reeve Twin Cities
Jesus Reyna Houston
Steven Reznick Hampton Roads
David Richwine Hampton Roads
Michael Rickards North Texas
Peter Ricupero New England
Laura Roberts Cape Canaveral
Nadia Roberts Antelope Valley
Maurice Roesch, III National Capital
Alan Rohwer New England
Paul Romere Rocky Mountain
Kent Rominger Utah
Frank Rose Alabama/Mississippi
I. Michael Ross Point Lobos
Lisa Roth Alabama/Mississippi
Catherine Sabinash St. Louis
Kevin Steck Pacific Northwest
Bruce Steinetz Northern Ohio
Craig Stephens Antelope Valley
Robert Stern Central Florida
Alan Stockwell Hampton Roads
Fred Stoll Dayton/Cincinnati
George Story Alabama/Mississippi
David Strack Houston
Eric Strobel National Capital
M. Subrahmanyam San Fernando Pacific
Fred Swern Northern New Jersey
Kerry Switzer Mid-Atlantic
Paul Szymanski Albuquerque
Shohei Takagi Japan
Yoko Takakura Japan
Brian Taminger Hampton Roads
Siva Thangam Northern New Jersey
Burkhard Theile Germany
Alberto Tobias Netherlands
Duc Tran San Francisco
Alfred Treder Pacific Northwest
Raymond Trohanowsky Northern New Jersey
Shlomo Tsach Israel
Jin Tso San Fernando Pacific
Ekanatha Tulapurkara India
John Valasek Houston
Alan Varagona Atlanta
Doyle Veazey Tennessee
Joseph Vecera Phoenix
Ethiraj Venkatapathy San Francisco
Paul Vergez Rocky Mountain
Randal Vice Palm Beach
Paul Vieira National Capital
Jim Vosper Pacific Northwest
Donald Vreeland Columbus
Bruce Vu Cape Canaveral
Richard Wahls Hampton Roads
William Wang Los Angeles
Greg Wannenwetsch Mid-Atlantic
Sunil Saigal Northern New Jersey
Masaki Saito Japan
Masoud Sanayei New England
Odilyn Santa Maria Hampton Roads
Sriprakash Sarathy Los Angeles
Richard Sawyer Pacific Northwest
Paul Schallhorn Cape Canaveral
Daniel Scheeres Rocky Mountain
Frank Scheid, Jr. Mid-Atlantic
James Schier National Capital
David Schleicher San Francisco
John Sebghati Alabama/Mississippi
Patrick Sgarlata Connecticut
Yahya Sharaf-Eldeen Cape Canaveral
Joseph Shea New England
J. Shelley Antelope Valley
Hiroshi Shirahata Japan
William Shivitz Pacific Northwest
Richard Shorthill Utah
Bowen Simmons National Capital
Joel Simpson Hampton Roads
Tribhuvan Singh Southern New Jersey
Joseph Slater Dayton/Cincinnati
Carolyn Slivinski Mid-Atlantic
Elbert Smith Albuquerque
Jan Smith Central Florida
Robert Smith Alabama/Mississippi
Timothy Smith Northern Ohio
A. Snell Sacramento
Richard Snyder Dayton/Cincinnati
Uwe Solies Tennessee
David Soreide Pacific Northwest
Alain Souchier France
John Southall Pacific Northwest
Guy Spear National Capital
Daniel Sponseller National Capital
Ronald Springer National Capital
David Stallings Carolina
Douglas Stanley Hampton Roads
Thomas Ward Dayton/Cincinnati
Ralph Welsh, Jr. National Capital
Johnny West Dayton/Cincinnati
Mark West Orange County
James Whiteside Long Island
Roger Whitesides, Jr. Alabama/Mississippi
Charles Wilkinson New England
Loran Wingfield, III Alabama/Mississippi
Brian Winters National Capital
Robert Wissel Dayton/Cincinnati
John Wissler New England
Bogdan Wozniak Antelope Valley
Adnan Yucel North Texas
Isam Yunis Hampton Roads
Taher 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 Conference
811 August 2011
Oregon Convention Center
Portland, 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 AIAAs Tucson Section,
the award-winning Kids 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 childrens work was on display at the 20102011 Cessna Aircraft
Company/Raytheon Missile Systems/AIAA Foundation Student Design/
Build/Fly Competition, held 1517 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 bachelors degree in electrical engineering from Wright
State University and her masters 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. Rouchs 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)
811 August 2011
Oregon Convention Center
Portland, Oregon
11-0336
TM
The Evolution of
Aviation Technology
AIAA Honors Naval Aviation Pioneers and Pacesetters
11
TH
AIAA AVIATION TECHNOLOGY, INTEGRATION,
AND OPERATIONS (ATIO) CONFERENCE
2022 September 2011
www.aiaa.org/events/atio
and the CENTENNIAL OF NAVAL AVIATION FORUM
100 Years of Achievement and Progress
2122 September 2011
www.aiaa.org/events/NAVY2011
Virginia Beach Convention Center
in 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 AIAAs 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 Ive learned so much from.
This bi-annual award, first given in 1997, has honored over
50 K12 educators and is funded by the AIAA Foundation. The
AIAA Foundations 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 K12 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 K12 Programs at lisab@aiaa.org.
AIAA FOUNDATION EDUCATOR ACHIEVEMENT AWARD
WINNERS FETED IN WASHINGTON, DC
From 912 May, this years 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 years 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 Orbitals
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
birds eye view of the nations 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 AIAAs aero-
space science materials. The agreement also allows AIAA and
PTLW to work together to strengthen PLTWs 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 PAPERS
ICNPAA 2012 World Congress: Mathematical Problems
in Engineering, Sciences and Aerospace
Vienna, Austria, 1114 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 & Lectureships
Distinguished 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.
Goddardrocket visionary, pioneer, bold experimentalist, and
superb engineeris 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 Krmn Lectureship in Astronautics honors Theodore
von Krmn, 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 Awards
Aeroacoustics Award is presented for an outstanding techni-
cal or scientific achievement resulting from an individuals 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 AIAAs awards program, please
contact Carol Stewart, Manager, AIAA Honors and Awards, at
703.264.7623 or at carols@aiaa.org.
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 Award
Sustained 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
2729 September 2011
Long Beach Convention Center
Long 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 You
See
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 worlds 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 worlds 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

2022 September 2011
Virginia Beach, VA
and the
AIAA Centennial of Naval Aviation Forum
100 Years of Achievement and Progress

2122 September 2011
Virginia 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 LeadAutonomous
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, youll be thrilled by heart-stopping night-time displays
by Gene Soucy, Bill Leff, Bob Carltons 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
08001300 hrs
NAS Oceana Air Show
The 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 Workshop
Date: Wednesday 21 September 2011
Time: 19002200 hrs
Help 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 airshowNAS Oceana Airshow 2011taking place in the
historic location of Norfolk/Virginia Beach.
AIAAs 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
08000900 hrs
Opening Keynote
John Cavolowsky, Director of the Airspace Systems Program
Office, NASA Headquarters
11301300 hrs
Conference Luncheon in the Exhibit Hall D
Admission 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
08000900 hrs
Keynote
Rear Admiral Nevin P. Carr, Jr. (Invited), Chief of Naval
Research, Director, Test and Evaluation and Technology
Requirements
11301330 hrs
Awards Luncheon
Sponsored by Lockheed Martin Aeronautics Company
Featuring Guest Speaker: Tom Blakely, Vice President, F-35
Chief Engineer, Lockheed Martin Aeronautics Company
Additional tickets may be purchased for $32 online or at the on-
site registration desk.
18001930 hrs
Welcome Reception
Additional tickets may be purchased for $60 online or at the
onsite registration desk.
Thursday, 22 September 2011
08000900 hrs
Keynotes
Rear Admiral Patrick E. McGrath, Vice Commander, Naval
Air Forces Commander, Naval Air Forces Reserve
12301500 hrs, Thursday
08001245 hrs, Friday
New Horizons in Aviation Forum
Chair: 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 Chair
Glenn J. Miller
Vice President, Engineering, Lockheed Martin
Aeronautics Company
Naval Aviation Forum General Chair
CAPT Richard Dann
Dyna Benchergui
Bombardier Aerospace
Kevin Burns
Consultant and History Technical Committee Chair
Craig Nickol
NASA Langley Research Center
Charlie Svoboda
The Boeing Company
Peter Hollingsworth
University of Manchester
Kapil Sheth
NASA Ames Research Center
David R. Maroney
Danielle Soban
Queens 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 Proceedings
Proceedings 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 Opportunities
For information regarding sponsorship opportunities, please
contact:
Cecilia Capece
AIAA Sponsorship Program Manager
703.264.7570
E-mail: ceciliac@aiaa.org
ATIO and Centennial of Naval Aviation Registration
All 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 sandrat@aiaa.org.
Registration fees are as follows:
ATIO including Balloons, LTA and
2022 September 2011
Registration Fees
Early Bird Standard On Site
By 22 Aug 23 Aug18 Sep Starting 19 Sep
Option 1: Full Conference with Online Proceedings
AIAA Member $740 $840 $940
Nonmember $895 $995 $1095
Includes sessions TuesdayThursday, 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 $40
Nonmember $50 $60 $70
Includes conference sessions and New Horizons in Aviation
Forum only, no food functions.
Option 3: Full-Time Undergraduate Student Plus Tickets
AIAA Member $144 $154 $164
Nonmember $174 $184 $194
and New Horizons in Aviation Forum (excludes conference
proceedings).
Option 4: Full-Time Graduate or Ph.D. Student
Nonmember $90 $100 $110
Option 5: Full-Time Graduate or Ph.D. Student Plus Tickets
AIAA Member $184 $194 $204
Nonmember $214 $224 $234
proceedings).
Option 6: Full-Time Retired AIAA Member
Option 5: Full-Time Graduate or Ph.D. Student
Nonmember $90 $100 $110
Option 6: Full-Time Graduate or Ph.D. Student Plus Tickets
AIAA Member $152 $162 $172
Nonmember $182 $192 $202
Includes sessions WednesdayThursday, Wednesday awards
luncheon, Wednesday evening reception, and New Horizons in
Aviation Forum (excludes conference proceedings).
Option 7: Full-Time Retired AIAA Member
Option 8: Discounted Group Rate
$595 per person $595 per person N/A
Advance 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 $32
Wednesday Evening Reception $60
Online Proceedings $170
New Horizons in Aviation Forum $200
(Thursday afternoon and Friday morning only)
On-Site Registration Hours
Hours are as follows:
Sunday 18 September (PD Course Only 07150815 hrs
Monday, 19 September (PD Course Only) 07150815 hrs
Monday, 19 September 15001900 hrs
Tuesday, 20 September 07001700 hrs
Wednesday, 21 September 07001700 hrs
Thursday, 22 September 07301700 hrs
Friday, 23 September 07301200 hrs
Notice on Visas
If 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 Service
American Institute of Aeronautics and Astronautics
1801 Alexander Bell Drive, Suite 500
Reston, VA 20191-4344
703.264.7500 703.264.7657 FAX
E-mail: sandrat@aiaa.org
proceedings).
Option 7: Discounted Group Rate
$666 per person $666 per person N/A
Advance 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 Aug9 Sep 1018 Sep
AIAA Member $995 $1195 $1345
Nonmember $1145 $1345 $1495
AIAA Member $250 $350 $450
Nonmember $400 $500 $600
Extra Tickets
Monday Luncheon $32
Wednesday Awards Luncheon $32
Wednesday Evening Reception $60
Online Proceedings $170
New Horizons in Aviation Forum $200
(Thursday afternoon and Friday morning only)
Centennial of Naval Aviation Forum and
2123 September 2011
Registration Fees
Early Bird Standard On Site
By 22 Aug 23 Aug18 Sep Starting 19 Sep
Option 1: Full Conference with Online Proceedings
AIAA Member $660 $760 $860
Nonmember $815 $915 $1015
luncheon, Wednesday evening reception, New Horizons in
Aviation Forum, and single-user access to the online conference
proceedings.
Option 2: Full ConferenceMilitary Only
Military $495 $595 $695
A/D military. Does not include AIAA membership for nonmem-
bers. Includes sessions WednesdayThursday, Wednesday
awards luncheon, Wednesday evening reception, and New
Horizons in Aviation Forum (excludes conference proceedings).
Option 3: Full-Time Undergraduate Student
Nonmember $50 $60 $70
Option 4: Full-Time Undergraduate Student Plus Tickets
AIAA Member $112 $122 $132
Nonmember $142 $152 $162
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 1819 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 Sessions
Arrival & 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 DiscussionNew
Series for 2011
Value Approaches to Design
Weather
Afternoon Sessions
Air 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 Concepts
Local Operations to Improve Environment
Runways
Value Approaches of Fleet and Operations
Transformation Flight: Regulations
CELEBRATION OF NAVAL AVIATION
A-6 Intruder
Aircraft Design for Carrier Landing
Aviation History I: Early Naval Aviation
Historical Naval Weapons Development
Naval Aviation Enterprise
Patrol Aircraft: P-8 Poseidon
Small Unmanned Aircraft Systems for Military Applications
U.S. Navy Reserves
JOINT SESSIONS
F-35 JSF Propulsion Systems
UAS Safety and Risk
Afternoon Sessions
Aircraft Concepts
Airport
Environmental Aircraft Design
MDO Approaches
Oceanic Traffic Management
Stratospheric Airships
Student Design Competitions
Terminal Area
Through Life Support Methods
Transformation Flight: Technologies
Transformation Flight: Machine Autonomy

Aircraft Carriers and CVNs
Aviation History II: Pioneering Naval Aircraft
Aviation History III: Heritage, Legacy and Culture
Broad Area Maritime Surveillance (BAMS) Unmanned
Aircraft System
C4ISR
Defense Acquisition & Lifecycle Management
F-35 JSF Power/Thermal Systems Integration
F-35 JSF Weapons Integration
Military Aircraft Power/Thermal Systems Integration
Military Propulsion Systems
Small Unmanned Aircraft Systems for Military Applications
Top Gun Movie Panel
TOPGUN Fightertown USA
Weapons Development
JOINT SESSIONS
UAS Design and Analysis
V/STOL Pilots Panel
V/STOL Technology
Thursday, 22 September 2011
Morning Sessions
Air Transport Systems Analysis
Aircraft Concept Design
Continuous Descent Arrival
5th Generation Target Program
Surface
Tethered Aerosats
Transformation Flight: Personal Air Vehicles
Advanced Weapons Technology
Aviation History IV: Doctrine and Technology
Defense Acquisition & Lifecycle Management
F-14 Tomcat Tribute
F-35 Joint Strike Fighter Panel
Military Rotorcraft Design and Innovations
Naval Operations
Structural Design, Fatigue & Structural Integrity of Navy Fleet
(Aircraft, Ships, etc.)
Naval Avionics Systems
Naval Operations
Structural Design, Fatigue & Structural Integrity of Navy Fleet
U.S. Marine Corps V-22 Osprey
Weapons Design and Integration
JOINT SESSIONS
5th Generation Target Phase I Wind Tunnel Program
More 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
Air Transport System Analysis
Detailed Design
Metroplex
Propulsion Concepts
Surface
Tethered Aerosats
Transformation Flight: Unmanned Air Vehicles
Aviation Flag Panel
Aviation History V: The Lighter-than-Air Experience
F-14 Tomcat Panel
F-18, EA/-18G
Innovative Unmanned Aerial Vehicles for Navy and Military
Military Propulsion Systems II: High Speed Propulsion
11-0082
www.aiaa.org
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45 August 2011 San Diego, CA
A Practical Introduction to Preliminary Design of Air Breathing Engines
Pressure Vessel Design Requirements and Verifcation Guidelines
67 August 2011 Portland, OR
Aircraf and Rotorcraf System Identifcation: Engineering Methods and Hands-on
Training using CIFER
Aircraf Handling Qualities
Mathematical Introduction to Integrated Navigation Systems with Applications
Modern Missile Guidance
42nd International Conference on Environmental
Systems (ICES)
1519 July 2012
Hilton San Diego Resort and Spa
San Diego, California
Abstract Deadline: 15 November 2011
Synopsis
The 42nd International Conference on Environmental Systems
(ICES) will be held 1519 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 Guidelines
Authors 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 Procedures
Abstract 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 Authors 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 conferences 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 authors 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 &
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 Notes
1) 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 Topics
Conference 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: SESSpacecraft 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, wes.ousley@nasa.gov; Joe Gasbarre, NASA Langley
Research Center; Jose Rodriguez, NASA Jet Propulsion
Laboratory; Dave Wasson, Orbital Sciences Corporation)
ICES102:SESThermal 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 dataauthors, keywords, title, and abstract fileare
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 ts.acsupport@
thomson.com, 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,
wes.ousley@nasa.gov
ASME: Amy Ross, NASA Johnson Space Center,
amy.j.ross@nasa.gov
AIAA LS&S: Grant Anderson, Paragon Space Development
Corporation, ganderson@paragonsdc.com
AIChE: Chang H. Son, The Boeing Company, chang.h.son@
boeing.com
INT: Markus Huchler, EADS Astrium GmbH, markus.huchler@
astrium.eads.net
No Paper No Podium Policy
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 Policy
AIAA 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 Guidelines
An Authors 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.
WarningTechnology Transfer Considerations
Prospective 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.
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 by
AIAA Life Sciences and Systems Technical Committee
AIAA Space Environmental Systems Program Committee
American Institute of Chemical Engineers (AIChE)
Environmental Systems Committee
American Society of Mechanical Engineers (ASME) Crew
Systems Technical Committee
ICES International Committee (INT)
General Chair
David Williams
NASA Johnson Space Center
Vice Chair
W. Andrew Jackson
Texas Tech University
Steering Committee
Grant Anderson
Paragon Space Development Corporation
Jeffery Farmer
NASA Marshall Space Flight Center
Markus Huchler
EADS Astrium GmbH
Wes Ousley
NASA Goddard Space Flight Center
Amy Ross
Chang H. Son
The Boeing Company
Wolfgang Supper
European Space Agency
algorithms, modeling, software tools, integration with other engi-
neering disciplines, and data exchange.
(Organizers: Olivier Pin, European Space Agency, olivier.
pin@esa.int; Brian Briggs, Orbital Sciences Corporation; Nick
Teti, Hawk Institute for Space Sciences; Julian Thomas, ITP
Engines UK)
ICES108: SES/INTAdvances 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,
burkhard.behrens@astrium.eads.net; Richard Briet, CNES; Jeff
Farmer, NASA Marshall Space Flight Center; Brian OConnor,
NASA Marshall Space Flight Center; Olivier Pin, European Space
Agency; Ryan Stephan, NASA Johnson Space Center)
ICES109: SESSpace 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,
pmm@trl.com; Rick Helms, NASA Jet Propulsion Laboratory)
ICES110: SESThermal 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,
nicholas.m.teti@nasa.gov; Brian Briggs, Orbital Sciences
Corporation)
ICES111: SESThermal 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,
eric.w.grob@nasa.gov; Joe Gasbarre, NASA Langley Research
Center)
ICES200: INTPhysico-Chemical Processes: Air and Water
This 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., cesare.lobascio@thalesaleniaspace.com; 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,
gbirur@jpl.nasa.gov; Paul McElroy, Touchstone Research
Laboratory)
ICES103:SES/INTThermal 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, gualtie-
ro.brambati@thalesaleniaspace.com; Tom Leimkuehler, Paragon
Space Development Corporation, thomas.o.leimkuehler@nasa.
gov; 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/INTOn-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,
zoltan.szigetvari@astrium.eads.net; Andrea Ferrero, Thales
Alenia Space)
ICES105:SES/INTThermal 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, dar-
ius.nikanpour@asc-csa.gc.ca; Joe Chambliss, NASA Johnson
Space Center, joe.p.chambliss@nasa.gov)
ICES106: SES/INTSpace 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, andrea.
ferrero@thalesaleniaspace.com; 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/INTThermal 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., korten@tra-
clabs.com; Chang H. Son, The Boeing Company)
ICES302: AIChEPhysio-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,
Wiggy.Wignarajah@nasa.gov; 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: AIChEPlanetary Protection and Astrobiology
This 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, perry.stabe-
kis-1@nasa.gov; Tim Nalette, Hamilton Sunstrand)
ICES304: AIChEDevelopment 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, dmazyck@
ufl.edu; Kristen Riley, University of Florida)
ICES305: AIChEIn situ Resource Utilization
This 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, t.nalette@
hs.utc.com; Jean Hunter, Cornell University)
ICES306: AIChE/ASMEEnvironmental 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, bfinger@paragonsdc.com; Chang H. Son, The
Boeing Company; David Williams, NASA Johnson Space Center)
ICES201: INTTwo-Phase Thermal Control Technology
This 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,
Darius.Nikanpour@asc-csa.gc.ca; R. Schlitt, OHB System AG;
T. Kaya, Carleton University; A. Torres, IberEspacio S.A.)
ICES202: INTSatellite, 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,
nico@thermal.esa.int; P. Hugonnot, Thales Alenia Space; M.
Molina, Carlo Gavazzi Space; H. Ogawa, Institute of Space and
Astronautical Science)
ICES203: INTThermal 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, gerd.jahn@astri-
um.eads.net; S. Price, EADS Astrium GmbH; H. Mizuno, JAXA)
ICES204: INT/AIAABioregenerative 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,
mark.h.kliss@nasa.gov; M. Sakurai, JAXA; C. Lobascio, Thales
Alenia Space Italia S.p.a.)
ICES205: INT/AIChEAdvanced 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, timo.
stuffler@kayser-threde.com; Abhijit V. Shevade, NASA Jet
Propulsion Laboratory; Darrell L. Jan, NASA Jet Propulsion
Laboratory; Margaret Amy Ryan, NASA Jet Propulsion
Laboratory)
ICES300: AIChEECLSS 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,
chang.h.son@boeing.com; Nikolay Ivanov, Saint Petersburg
State Polytechnic University, Russia; Brian Dunaway, The
Boeing Company)
ICES301: AIChEAdvanced Life Support Systems Control
The Advanced Life Support Systems Control session reports
on advanced life support system control topics, such as control-
ICES406: ASMEHuman/Robotics System Integration
This 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, loel.goldb-
latt@hs.utc.com)
ICES407: ASME/AIChESpacecraft Water/Air Quality:
Maintenance and Monitoring
This session addresses recent developments in spacecraft air
and water quality monitoring technology.
(Organizers: John Schultz, Wyle Laboratories, john.r.schultz@
nasa.gov; Darrell Jan, NASA Jet Propulsion Laboratory; John
Straub, Wyle Laboratories)
ICES408: ASMERegenerable Life Support Processes
and Systems
This session addresses recent developments of regenerable
life support processes and systems for spacecraft.
(Organizers: Loel Goldblatt, Hamilton Sundstrand, loel.gold-
blatt@hs.utc.com; Frederick D. Smith, NASA Johnson Space
Center; Tim Nalette, Hamilton Sundstrand; Morgan Abney,
NASA Marshall Space Flight Center)
ICES409: ASMEAirliner 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, overfra@
auburn.edu; David R. Space, The Boeing Company)
ICES500: AIAALife 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), morrow@orbitec.com)
ICES501: AIAALife 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,
hjones@mail.arc.nasa.gov; John Hogan, NASA Ames Research
Center)
ICES502: AIAASpace Architecture
This 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,
jackelynne.p.silva@lmco.com)
ICES503: AIAARadiation Issues for Space Flight
This 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, william.atwell@
boeing.com; Lawrence Townsend, University of Tennessee)
ICES307: AIChE/AIAACEV ECLSS and Thermal Control
This 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: AIChEEducation and Outreach
The 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, jbh5@cor-
nell.edu; Dean Muirhead, Barrios Technology; Richard Alba,
Enterprise Advisory Services, Inc.)
ICES400: ASMEExtravehicular Activity: Space Suits
This 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, lindsay.t.aitchison@nasa.gov; Amy Ross, NASA
Johnson Space Center)
ICES401: ASME/AIAAExtravehicular Activity: Systems
This 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,
klaus@colorado.edu; Robert Trevino, NASA Johnson Space Center)
ICES402: ASMEExtravehicular Activity: PLSS Systems
This 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,
ed.hodgson@hs.utc.com; Bruce Webbon, NASA Ames
Research Center)
ICES403: ASMEExtravehicular Activity: Operations
This 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, william.w.west@
nasa.gov)
ICES404: ASMEInternational Space Station ECLS: Systems
This session addresses ECLS System issues and lessons
learned from the International Space Station.
(Organizers: Gregory Gentry, The Boeing Company,
gregory.j.gentry2@boeing.com; David Williams, NASA Johnson
Space Center; Richard Reysa, GeoLogics Corporation)
ICES405: ASMEInternational 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,
gregory.j.gentry2@boeing.com; 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,
daniel.j.barta@nasa.gov; James Chartres, Carnegie Mellon)
ICES507: AIAAHuman 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, jennifer.l.blume@ray-
theon.com)
ICES504: AIAAManagement 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,
John.t.james@nasa.gov; Thomas Limero, Wyle Laboratories)
ICES505: AIAA/ASMEMicrobial Factors Applied to Design
This 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, monsi.roman@nasa.gov; Rebekah Jean Bruce, Wyle
Laboratories; Letty Vega, Jacobs Technology)
ICES506: AIAAHuman 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.
2526 September 2011 Long Beach, CA
The Space Environment: Implications for Spacecraft Design
Introduction to Space Systems
Systems Engineering Verication and Validation
Register for a Course Today and Receive FREE Conference Registration (sessions
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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 students ability to convey the poster content
to the judges. Each participating student will receive a ticket to
Wednesday nights 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 students 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
andrew.jackson@ttu.edu.
48th AIAA/ASME/SAE/ASEE Joint Propulsion
Conference and Exhibit
Future Propulsion: Innovative, Affordable,
Sustainable
and
10th International Energy Conversion Engineering
Conference (IECEC)
30 July1 August 2012
Hyatt Regency Atlanta Convention Center
Atlanta, Georgia
Abstract Deadline: 21 November 2011
Abstract and Manuscript Submission Guidelines
Procedures for Abstract and Manuscript Submittal
Abstract submissions for the JPC or IECEC conferences will
be accepted electronically through AIAAs 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 Authors 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: AIAAMars and Beyond
This 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, marie-christine.
desjean@cnes.fr; Andrew Jackson, Texas Tech University)
ICES509: AIAAFire 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,
david.l.urban@nasa.gov; James Russell, Lockheed Martin
Corporation; Gary A. Ruff, NASA Glenn Research Center)
ICES510: AIAALunar 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,
juan.H.Agui@nasa.gov; Mark Hyatt, NASA Glenn Research Center)
ICES511: AIAAMission 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), treichelt@orbitec.com; Greg Davis,
NASA Jet Propulsion Laboratory)
ICES600Other
If you are not sure of the best placement for your abstract,
please submit to ICES600.
Student Poster Competition
The 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-
Special Notes
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 companys 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 Guidelines
Abstracts 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 authors 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 authors 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 authors 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.
the AIAA Web site.
a New Submission or View a Previous Draft/Submission. Click the
link to be directed to the Welcome page of the submission site.
your submission. Select the appropriate conference to submit to
on the following page.
the View Submissions link on the left-hand side to resume your
submission.
step.
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 fernan-
das@aiaa.org or 703.264.7622.
Sponsorship Opportunities
For information regarding Sponsorship Opportunities, contact
Cecilia Capece, AIAA Sponsorship Program Manager at ceci-
liac@aiaa.org 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 July1
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 Organizer
Michelle L. McMillan
SynGenics Corporation
5190 Olentangy River Rd.
Delaware, OH 43015
314.324.4482
E-mail: Michelle@SynGenics.com
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 Guidelines
Abstracts 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 authors 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 authors 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.
Publication Policy
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 papernot 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 PodiumIf 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 PaperIf 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 Opportunities
The 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 Chair
Robert A. Frederick Jr.
UAH Propulsion Research Center
University of Alabama in Huntsville
5000 Technology Drive, TH S226
Huntsville, AL 35899
256.824.7200
E-mail: Robert.Frederick@uah.edu
JPC ORGANIZING COMMITTEE
Executive Chair (Government)
D. Bobby Braun
NASA Chief Technologist
NASA Headquarters
300 E St. SW
Washington, DC 20546
Executive Chair (Industry)
Bart Olson
Vice President, Business Development
ATK Missile Products Group
1501 South Clinton
Baltimore, MD 21224
General Chair (Industry)
Gary Flinchbaugh
VP Programs
ATK Propulsion and Controls
210 State Rt. 956
Rocket Center, WV 26726
304.726.7961
E-mail: Gary.Flinchbaugh@atk.com
General Chair (Government)
Frank Bauer
Chief Engineer, Exploration Mission Systems Directorate
NASA Headquarters
300 E St. SW
Washington, DC 20546
202.358.1332
E-mail: Frank.h.bauer@nasa.gov
Technical Chair
David McGrath
ATK Propulsion and Controls
55 Thiokol Rd.
Elkton, MD 21921
410.392.1716
E-mail: david.mcgrath@atk.com
Deputy Technical Chair
Gerard E. Welch
NASA Glenn Research Center
21000 Brookpark Road, mail stop 5-10
Cleveland, OH 44135
216.433.8003
E-mail: Gerard.E.Welch@nasa.gov
Academic Chair
Vigor Yang
School of Aeronautical Engineering
Georgia Institute of Technology
313 Montgomery Knight Bldg.
Atlanta, GA 30332
404.894.3002
E-mail: vigor.yang@aerospace.gatech.edu
Exhibits Chair
Geraldine Kimball
Pratt & Whitney Rocketdyne
6633 Canoga Ave. RLA-07
Canoga Park, CA 91309
818.586.0467
E-mail: Geraldine.Kimball@pwr.utc.com
ASME Technical Program Chair
John W. Robinson
The Boeing Company
P.O. Box 3829
Seal Beach, CA 97040
714.896.1292
E-mail: John.W.Robinson2@boeing.com
SAE Technical Program Chair
Ramon Chase
ANSER, Suite 800
2900 South Quincy Street
Arlington, VA 22202
703.416.3290
E-mail: Ray.Chase@anser.org
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 managementintegrated propulsion/power/
thermal architecture, all electric architectures, power/fluid
systems integration, environmental control system integration,
thermal management systems
Engine physical integrationperformance-based specification
development, interface control and associated contractor/sup-
plier management
Propulsion operationsreliability 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 Organizer
Gerard E. Welch
21000 Brookpark Road, mail stop 5-10
Cleveland, OH 44135
216.433.8003
E-mail: Gerard.E.Welch@nasa.gov
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 componentsprops, 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 Organizer
Venkat Tangirala
General Electric Global Research CenterCombustion
Technologies
One Research Circle
K-1 ES 118
Niskayuna, NY 12309
518.387.5010
E-mail: tangiral@ge.com
Hypersonic and Combined Cycle Propulsion Application
Sessions
Hypersonic and Combined Cycle Propulsion Organizer
Tim OBrien
Aerojet
P.O. Box 13222
MS 5552
Sacramento, CA 95813-6000
916.355.2825
E-mail: timothy.obrien@aerojet.com
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 Organizer
Brian Evans
Space Propulsion Group
760 San Aleso Ave
Sunnyvale, CA 94085
408.568.8575
E-mail: brian@spg-corp.com
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 programstheir objectives and prog-
ress to date
Liquid Rocket Propulsion Sessions
Liquid Rocket Propulsion Organizer
Ivett A. Leyva
Air Force Research Laboratory
10 East Saturn Blvd
Edwards AFB, CA 93524
661.275.5817
E-mail: ivett.leyva@edwards.af.mil
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 Organizer
Eric Pencil
21000 Brookpark Road
Cleveland, OH 44135-3127
216.977.7463
E-mail: Eric.J.Pencil@nasa.gov
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 Organizer
Leo Daniel
Massachusetts Institute of Technology
Aeronautics and Astronautics
77 Massachusetts Ave, Bldg 37-371
Cambridge, MA 02139-4307
617.253.5199
E-mail: Leo@mit.edu
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
Space Transportation
Papers 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 Organizer
Mark T. Langhenry
Raytheon Missile Systems
P.O. Box 11337
Mail Stop 808/27
Tucson, AZ 85734
520.794.8627
E-mail: Mark_T_Langhenry@raytheon.com
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 Organizer
Steven F. Son
School of Mechanical Engineering
Purdue University
500 Allison Road
West Lafayette, IN 47907-2088
765.494.8208
E-mail: sson@purdue.edu
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
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 Organizer
Greg Meholic
The Aerospace Corporation
2310 East El Segundo Blvd.
Mail Stop M1-557
El Segundo CA, 90245
310.336.2919
E-mail: Greg.Meholic@aero.org
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 Transportation
This 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 Organizer
John W. Robinson
The Boeing Company
P.O. Box 3829
714.625.2727 (Alternate: 714.896.1292)
E-mail: John.W.Robinson2@boeing.com
These sessions are sponsored by the ASME Propulsion
Committee. Please contact the above organizer for more information.

Unique Propulsion Systems
Papers 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 Diagnostics
Development, assessment, and calibration of advanced diag-
nostic techniques related to fundamental experiments or their
applications to practical combustion devices.
Spray Combustion
Spray 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 Modeling
Reynolds-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/Detonations
Mechanisms 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 Systems
Chemical 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 Concepts
Application 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 Combustion
Combustion in miniaturized propulsion systems with special
emphasis on combustion in channels/passages with characteris-
Nuclear Thermal Propulsion
Papers 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 Concepts
Papers 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 Systems
Papers 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 spacetime, matter, motion, forces,
and energy exchange
Possible coupling between electromagnetism, inertia, and
gravitation
Creation or modification of general relativistic spacetime
topologies
Properties of the quantum vacuum
Propellants and Combustion Sessions
Propellants and Combustion Organizer
Christopher Brophy
Naval Postgraduate School
700 Dyer Road / Code MAE-Br
Monterey, CA 93943
831.656.2327
E-mail: cmbrophy@nps.edu
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:
K16 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 July1 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 Efficiency
Buildings (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 Organizer
Bruce Pittman
NASA Space Portal, NASA Ames Research Center
MS 555-3 Moffett Field, CA 95035
650.604.4655
E-mail: Robert.B.Pittman@nasa.gov

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 Organizer
Robert A. Frederick Jr.
UAH Propulsion Research Center
The University of Alabama in Huntsville
5000 Technology Drive, TH S226
256.824.7200
E-mail: Robert.Frederick@uah.edu
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 controllers
Government
Federal government facilities
State government facilities
Local government facilities

Renewable Energy
Biomass
Geothermal
Hydropower
Solar (photovoltaic cells; solar thermal; solar water heating;
solar desalination)
Wind
Hydrogen
Ammonia

Mobile and Military Power Systems
Marine energy systems
Electric ship components and systems
Advanced naval power systems
Transportable military power
Small portable power design
Applications of Nanotechnology for Terrestrial Energy-
Efficient and Renewable Energy Systems
Policy, 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 SYSTEMS
to terrestrial fossil energy systems. This topical area focuses on,
but is not limited to, the following areas:

Fuels
Coal
Natural gas
Oil
Gas from methane hydrate, shale, and deepwater regions

Clean Coal and Natural Gas Power Systems
Combustion
Advanced designs
Micro-combustors
Waste fuels
Opportunity fuels
Pollution
Chemical kinetics
Diagnostics
Modeling, simulation and analysis
Carbon capture and storage
Gasification
Combustion turbines
Carbon sequestration
Fire
Applications of Nanotechnology for Terrestrial Fossil
Energy Systems
Terrestrial Fossil Energy Systems
topical area.
TERRESTRIAL NUCLEAR ENERGY SYSTEMS
to terrestrial fusion and fission energy systems. This topical area
focuses on, but is not limited to, the following areas:

Fusion
Energy producing plasmas
Inertial fusion reactors
Magnetic fusion reactors

Fission
Advanced modeling and simulation
Advanced reactor concepts
Fuel cycle research and development
Gas-cooled reactors
Generation IV nuclear energy systems
Global nuclear fuel assurance
IECEC ORGANIZING COMMITTEE
General Chair
Ramon Lugo
Director, NASA Glenn Research Center
Cleveland, OH 44135
216.433.5846
E-mail: ramon.lugo-1@nasa.gov
Deputy General Chair
Robert Joe Shaw
Office of Technology Partnerships and Planning
Cleveland, OH 44135
216.977.7135
E-mail: Robert.J.Shaw@nasa.gov
Technical Program Chair
Michael Choi
Code 545, Mechanical Systems Division
8800 Greenbelt Road
Greenbelt, MD 20771
301.286.4707
E-mail: Michael.K.Choi@nasa.gov

Deputy Technical Program Chair
Kenneth Mark Bryden
Department of Mechanical Engineering
Iowa State University
Ames, IA 50011
515.294.3891
E-mail: kmbryden@iastate.edu
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 Performance
New power technology for space applications
Space station
Space exploration missions
Spacecraft solar
Spacecraft radioisotope
Space environment interactions

Aero Power System Design and Operational Performance
New power technology for aero applications
Aircraft
Unmanned Aerial Vehicles (UAVs)
Balloon

Specific Space Power Systems
Spacecraft solar arrays
Radioisotope power systems
Space nuclear reactors
Solar thermal power for spacecraft
Spacecraft tether power systems
Space solar power concepts
Energy and power architectures for lunar exploration
Mars surface power systems
Power systems for deep space exploration

Directed Energy Power
Missile Power Systems
Power Systems Architecture

Electrical Power System Management and Distribution
In-orbit battery management and calibration
Space power system fault protections
High voltage systems
New power components
Superconductors
Diagnostics, prognostics and health management

Aircraft Wiring Systems
Aircraft Auxiliary Power Systems
Aircraft Engine and Control Systems
Aircraft Propeller Systems
Defense Nuclear Power Systems
Energy Efficient Vehicles
Electric Actuation for Aircraft
Hydraulic Actuation for Aircraft

High-Temperature Electronics
Advanced materials
Power converters and inverters
Packaging
Commercial applications

Military Aircraft Power Systems and Studies
Power System Modeling, Simulation and Analysis
Power System Control
Systems Integration and Optimized Vehicle Energy Use
Advanced Concepts
Terrestrial Applications of Aerospace Power Systems
Technology
Weapon Power Systems and Studies
Applications of Nanotechnology for Aerospace Power
Systems
Aerospace Power Systems
Instrumentation and controls
International nuclear energy policy and cooperation
Light water reactor sustainability
Nuclear hydrogen
Systems engineering and integration
Thermal hydraulics
Transmutation
Used nuclear fuel disposition research and development

Fusion-Fission Hybrids
Applications of Nanotechnology for Terrestrial Nuclear
Energy Systems
Policy, Environmental and Historical Perspectives of
Terrestrial Nuclear Energy Systems
topical area.

TERRESTRIAL ELECTRICITY DELIVERY AND GRID
RELIABILITY
to terrestrial electricity delivery and grid reliability. This topical
area focuses on, but is not limited to, the following areas:

Transmission, Distribution, and Utilization
Electric transmission and distribution technology
High temperature superconductivity
Power cables
Transformers
Motors
Generators
Fault current limiters
Control systems security
Cogeneration
Cryogenic systems
Distributed generation
Efficient utilization of electricity
Electromagnetic compatibility
Operation and control
Power quality
Utility power electronics
Transmission congestion studies

Grid Reliability
Reliability technology
High temperature superconductivity
Fault current limiters
Renewable and distributed systems integration
Smart grid applications and systems
Demand response

Applications of Nanotechnology for Terrestrial Electricity
Delivery and Grid Reliability
Policy, Environmental and Historical Perspectives of
Terrestrial Electricity Delivery and Grid Reliability
AEROSPACE POWER SYSTEMS
Technical 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 Cells
Components and system designs
Regenerative

Superconducting Magnetic Energy Storage
Applications of Nanotechnology for Energy Storage
Technology
Energy Storage Technology
THERMAL MANAGEMENT TECHNOLOGY
Technical 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 Transport
Advanced materials
Heat exchangers
Heat pipes, loop heat pipes, and capillary pumped loops
Phase change heat transfer
Spray Cooling

Thermal Energy Storage (TES)
Advanced materials
TES applications and issues

Thermal Systems and Components
Cooling electronic components
Cryogenic cooler systems
High conductivity thermal straps
Modeling, simulation and analysis of thermal systems
Thermoelectric cooling
Power systems cooling
Solar collector thermal design
Thermal control coatings
Thermal interface materials
Thermal testing
Variable emittance electrochromatic devices

Thermal System Applications and Unique Environments
Aircraft
Building heating and cooling
Fuel cell thermal management
Ground vehicle thermal management
Lunar/Martian surface and deep space applications
Missiles
Spacecraft
Thermal control of machinery and electronics
Waste heat utilization

Applications of Nanotechnology for Thermal Management
Technology
Thermal Management Technology
ENERGY CONVERSION DEVICE TECHNOLOGY
Technical 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 Components
AMTEC
Magnetohydrodynamics (MHD)
Photovoltaic devices
Thermionics
Thermoacoustic engines
Thermoelectrics
Thermophotovoltaics (TPV)

Thermodynamic Devices, Components, and Systems
Advanced cycles
Brayton and Rankine cycles
Heat engines and heat pumps
MEMS
Stirling engines

Advanced Energy Conversion Concepts
Combined Heat/Electrical Power Concepts
Applications of Nanotechnology for Energy Conversion
Device Technology
Energy Conversion Device Technology
ENERGY STORAGE TECHNOLOGY
Technical 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 Storage
Supercapacitors
Ultracapacitors

Flywheel Energy Storage
Device components
System operation, test, and analysis

Primary Batteries
Lithium cells and advanced batteries
Active primary batteries
Reserve batteries
Thermal batteries

Rechargeable Cell and Batteries
Lithium ion
Lithium polymer
Nickel cadmium
Nickel hydrogen
Nickel metal hydride
Electric vehicle batteries
Special purpose batteries

step.
Special Notes
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
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 Modeling and Simulation Technologies
Conference
1316 August 2012
Hyatt Regency Minneapolis
Minneapolis, Minnesota
Draft Manuscript/Abstract Deadline: 19 January 2012
Final 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
Authors 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
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.
the AIAA Web site.
a New Submission or View a Previous Draft/Submission. Click the
link to be directed to the Welcome page of the submission site.
your submission. Select the appropriate conference to submit to
on the following page.
the View Submissions link on the left-hand side to resume your
submission.
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 Design
Papers 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.
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.
Publication Policy
paper that has been or will be presented or published elsewhere.
Authors will be required to sign a statement to this effect.
WarningTechnology Transfer Considerations
Prospective 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). U.S. nation-
als (U.S. citizens and permanent residents) are responsible for
non-U.S. nationals in attendance or in conference proceedings
are not export restricted by the ITAR. U.S. nationals are likewise
restricted information with non-U.S. nationals in attendance.
AIAA GUIDANCE, NAVIGATION, AND CONTROL
CONFERENCE
Synopsis
The 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 papers
main contributions. The body of the manuscript must include suf-
ficient detail to allow an informed evaluation of the paper.
Technical Areas
Papers 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 Chair
Julie Thienel
8800 Greenbelt Road, Code 101
Greenbelt, MD 20771
301.614.7016 301.286.0329 FAX
E-mail: julie.k.thienel@nasa.gov
Technical Program Chairs
Jack W. Langelaan
Department of Aerospace Engineering
The Pennsylvania State University
229 Hammond Building
University Park, PA 16802
814.863.6817 814.865.7092 FAX
E-mail: jlangelaan@psu.edu
Lesley A. Weitz
7515 Colshire Drive
McLean, VA 22102-7508
703.983.6106 703.983.6653 FAX
E-mail: lweitz@mitre.org
Aircraft Guidance, Navigation, and Control
Papers 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 Chair
Jong-Yeob Shin
Gulfstream Aerospace Corporation
Savannah, GA
912.965.4022 912.965.3367 FAX
E-mail: jong.yeob.shin@gulfstream.com
Technical Area Co-Chair
Winfried Lohmiller
Cassidian Air Systems
Rechliner Strasse
Manching 85077
Germany
+49 8459 8179139
E-mail: Winfried.Lohmiller@cassidian.com
Spacecraft Guidance, Navigation, and Control
Papers 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.
Yunjun Xu
Department of Mechanical, Materials, and Aerospace
Engineering
The University of Central Florida
Engineering Bldg. 1, Room 318
4000 Central Florida Blvd.
Orlando, FL 32816
407.823.1745 407.823.0208 FAX
E-mail: yunjunxu@mail.ucf.edu
Ashwani Chaudhary
Boeing Defense, Space & Security
MC 110-SK84
2600 Westminster Boulevard
562.797.3016 562.797.3050 FAX
E-mail: ashwani.k.chaudhary@boeing.com
Novel Navigation, Estimation, and Tracking Methods
Papers 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.
Jason K. Hui
BAE Systems
P.O. Box 868, MER15-2350
Nashua, NH 03061-0868
603.885.0646 603.885.9819 FAX
E-mail: jason.k.hui@baesystems.com
Yang Cheng
Mississippi State University
P.O. Box A
Mississippi State, MS 39762-5501
662.325.4236 662.325.7730 FAX
E-mail: cheng@ae.msstate.edu
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.
Scott Wells
Raytheon Missile Systems
Flight Control Dept., GNC Center
Bldg. 805, M/S M4
Tucson, AZ 85734
520.545.8716 520.794.9570 FAX
E-mail: scott_wells@raytheon.com
John Christian
GN&C Autonomous Flight Systems Branch
Building 16, Room 224
281.483.7465
E-mail: john.christian@nasa.gov
Multi-Vehicle Control
Papers 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-
Daniel Choukroun
Department of Space Engineering
Delft University of Technology
Kluyverweg 1
2629 HS Delft
The Netherlands
+31-(0)152782079
E-mail: D.Choukroun@tudelft.nl
Scott Starin
Attitude Control Systems Engineering Branch, Code 591
Greenbelt, MD 20771
301.286.5531 301.286.0369 FAX 301.789.4506 Cell
E-mail: scott.r.starin@nasa.gov
Missile Guidance, Navigation, and Control
Papers 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.
Uday J. Shankar
Space Department
Mission Design, Guidance, and Controls Group
Johns Hopkins University Applied Physics Laboratory
11100 Johns Hopkins Road
Laurel, MD 20723
240.228.8037
E-mail: uday.shankar@jhuapl.edu
Christopher DSouza
EG6, Johnson Space Center
Houston, TX 77059
832.221.1060
E-mail: chris.dsouza@nasa.gov
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.
Derek A. Paley
University of Maryland
3150 Glenn L. Martin Hall
College Park, MD 20742
301.405.5757 301.314.0213 FAX
E-mail: dpaley@umd.edu
Andrew Fleming
Research Scientist, Aerospace Engineering
Leffler Consulting, LLC
4801 Stonecroft Blvd., Suite 210 / #E2071
Chantilly, VA 20151
571.262.2763
E-mail: andy.fleming09@comcast.net
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 Control
Papers 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.
Kamesh Subbarao
Mechanical and Aerospace Engineering Department
The University of Texas at Arlington
500 W. First St., Box 19018, 211 Woolf Hall
Arlington, TX 76019-0018
817.272.7467 817.272.5010 FAX
E-mail: subbarao@uta.edu
Steven Waslander
Mechanical and Mechatronics Engineering Department
The University of Waterloo
200 University Ave.
Waterloo, ON N2L 3G1
Canada
519.888.4567 x32205
E-mail: stevenw@uwaterloo.ca
Human and Autonomous/Unmanned Systems
Papers 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.
Gano B. Chatterji
Mail Stop 210-8
Moffett Field, CA 94035-0001
650.604.1639
E-mail: gano.b.chatterji@nasa.gov
Craig R. Wanke
7515 Colshire Drive
McLean, VA 22102-7508
703.983.3634 703.983.1226 FAX
E-mail: cwanke@mitre.org
Sensor Systems for Guidance, Navigation, and Control
Papers 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.
Adam M. Fosbury
Mission Design, Guidance and Control Group
Space Department
Johns Hopkins University Applied Physics Laboratory
11100 Johns Hopkins Road
Laurel, MD 20723
443.778.3824
E-mail: adam.fosbury@jhuapl.edu
Eric W. Frew
Assistant Professor
Research and Engineering Center for Unmanned Aircraft
Aerospace Engineering Department
University of Colorado at Boulder
429 UCB
Boulder, CO
303.735.1285
E-mail: eric.frew@colorado.edu
Hugh Liu
University of Toronto Institute for Aerospace Studies
4925 Dufferin Street
Toronto, Ontario M3H 5T6
Canada
416.667.7928 416.667.7799 FAX
E-mail: liu@utias.utoronto.ca
Soon-Jo Chung
University of Illinois at Urbana-Champaign
104 South Wright Street
Urbana, IL 61801
217.244.2737
E-mail: sjchung@illinois.edu
Aerospace Robotics and Unmanned/Autonomous Systems
This 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.
Jurek Z. Sasiadek
Department of Mechanical and Aerospace Engineering
Carleton University
Rm. 2190, MacKenzie Bldg.
1125 Colonel By Drive
Ottawa, Ontario K1S 5B6
Canada
613.520.2600 ext. 5698 613.520.5715 FAX
E-mail: jsas@connect.carleton.ca
Marcello Romano
U.S. Naval Postgraduate School
Monterey, CA 93940
831.656.2885 831.656.2238 FAX
E-mail: mromano@nps.edu
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.
Khanh D. Pham
Air Force Research Laboratory
Space Vehicles Directorate
3550 Aberdeen Ave. SE
Kirtland AFB, NM 87117
505.846.4823 505.846.7877 FAX 505.331.6995 CELL
E-mail: khanh.pham@kirtland.af.mil
John G. Reed
United Launch Alliance
P.O. Box 277005
Littleton, CO 80127
303.971.4136 303.909.1543 CELL
E-mail: john.g.reed@ulalaunch.com
Intelligent Control in Aerospace Applications
Papers 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 authors 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.
Tannen S. Vanzwieten
EV41 / Control Systems Design and Analysis Branch
NASA Marshall Space Flight Center
256.9961.1509
E-mail: tannen.s.vanzwieten@nasa.gov
Mark J. Balas
Department of Electrical and Computer Engineering
University of Wyoming
1000 E. University Avenue
Laramie, WY 82071
307.766.5599 307.766.2248 FAX
E-mail: mbalas@uwyo.edu
AIAA ATMOSPHERIC FLIGHT MECHANICS CONFERENCE
Synopsis
The 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 18002200 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:
Norman Fitz-Coy
University of Florida
P.O. Box 116250
Gainesville, FL 32611-6250
352.392.1029 352.392.7303 FAX
E-mail: nfc@ufl.edu
Julie J. Parish
Texas A&M University
H.R. Bright Building, Rm. 701
Ross Street - TAMU 3141
College Station, TX 77843-3141
E-mail: julieparish@tamu.edu
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 EstimationPapers
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 TechnologyDynamics of
entry into the Earths 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 VehiclesFlying 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 papers 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 Areas
Technical 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 SystemsAll 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 DynamicsInteraction 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 QualitiesFlying 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 Chair
Steven C. Komadina
Northrop Grumman Aerospace Systems
One Space Park, M/S R11/1662
Redondo Beach, CA 90278
310.813.4798
E-mail: steve.komadina@ngc.com
Mark H. Lowenberg
University of Bristol
Bristol, BS8 1TR
United Kingdom
+44.117.331.5555
E-mail: m.lowenberg@bristol.ac.uk
Clay Harden
Honda Aircraft Company
Greensboro, NC 27410
336.662.0246 x1433
E-mail: clay_harden@haci.honda.com
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 MotionClasses 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 EducationPapers 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 TestAll 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 MechanicsFlight 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 AirshipsAll areas of flight mechanics
related to airships and hybrid airships.
Invited Sessions and Workshops
Invited 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 authors 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 CompetitionWinner Receives
Certificate and $500 Award
The 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 brenna.stachewicz@cobham.com; 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 SystemsPapers 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 GenerationPapers 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 ValidationPapers
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 LoopPapers 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
Synopsis
The 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 Conference
Prospective 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 papers 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 Areas
Authors 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 years forum include:
Vehicle Dynamics, Systems and EnvironmentsPapers
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 ArchitecturePapers 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 TechniquesPapers 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 CueingPapers 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 Chair
Jon S. Berndt
Jacobs Technology
2222 Bay Area Blvd. JE-B22S
Houston, TX 77058
281.461.5333
E-mail: jon.berndt@escg.jacobs.com
Steven D. Beard
MS 243-1
Moffett Field, CA 94035-1000
650.604.0036
E-mail: steven.d.beard@nasa.gov
Che-Hang C. Ih
The Boeing Company
3564 Starline Drive
Rancho Palos Verdes, CA 90275
310.416.3270
E-mail: che-hang.c.ih@boeing.com
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 Sessions
Proposals 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 ManagementPapers 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.
UAVsPapers 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 SystemsPapers 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 TopicsThe 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
Synopsis
The 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 Conference
Authors 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 Topics
Papers 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 Chair
David B. Spencer
The Pennsylvania State University
223 Hammond Building
University Park, PA 16802
814/865-4537
E-mail: dbs9@psu.edu
AAS General Chair
Anil Rao
University of Florida
314 MAE-A, P.O. Box 116250
Gainesville, FL 32611-6250
352.392.5523
E-mail: anilvrao@ufl.edu
AIAA Technical Program Chair
Mark E. Pittelkau
Aerospace Control Systems, LLC
35215 Greyfriar Drive
Round Hill, VA 20141-2395
540.571.1110
E-mail: mpittelkau@acsinnovations.com
AAS Technical Program Chair
Anastassios Petropoulos
NASA Jet Propulsion Laboratory
MS301-121
4800 Oak Grove Drive
Pasadena, CA 91109
Phone: 818/354-1509
E-mail: anastassios.e.petropoulos@jpl.nasa.gov
Introduction to Theoretical Aerodynamics and
Hydrodynamics
William Sears
2011, 150 pages, Hardback
ISBN: 978-1-60086-773-6
List Price: $69.95
Eleven Seconds into the Unknown: A History of the
Hyper-X Program
Curtis Peebles
Library of Flight
2011, 330 pages, Paperback
ISBN: 978-1-60086-776-7
List Price: $39.95
Principles of Flight Simulation
David Allerton, University of Sheffield
ISBN: 978-1-60086-703-3
List Price: $94.95
Fundamentals of Aircraft and Airship Design
Volume IAircraft Design
Leland Nicolai and Grant Carichner
ISBN: 978-1-60086-751-4
List Price: $119.95
Encyclopedia of Aerospace Engineering: 9-Volume Set
Richard Blockley and Wei Shyy, University of Michigan
ISBN-13: 978-0-470-75440-5
AIAA Member Price: $3,375
List Price: $3,750
Unmanned Aircraft Systems: UAVS Design,
Development and Deployment
Reg Austin
ISBN: 978-1-60086-759-6
List Price: $124.95
New and
Forthcoming Titles
Boundary Layer Analysis, Second Edition
Joseph A. Schetz and Rodney D W Bowersox
ISBN: 978-1-60086-823-8
List Price: $114.95

Introduction to Flight Testing and Applied
Aerodynamics
Barnes W. McCormick
ISBN: 978-1-60086-827-6
List Price: $64.95

Space Operations: Exploration, Scientific Utilization,
and Technology Development
Craig A. Cruzen, Johanna M. Gunn, and Patrice J.
Amadieu
Progress in Astronautics and Aeronautics Series, 236
ISBN: 978-1-60086-817-7
List Price: $119.95

Spacecraft Charging
Shu T. Lai
ISBN: 978-1-60086-836-8
List Price: $84.95

Exergy Analysis and Design Optimization for
Aerospace Vehicles and Systems
Jose Camberos and David Moorhouse
ISBN: 978-1-60086-839-9
List Price: $119.95
Engineering Computations and Modeling in MATLAB/
Simulink
Oleg Yakimenko
ISBN: 978-1-60086-781-1
List Price: $104.95
View complete descriptions and order 24 hours a day at www.aiaa.org/new
Upcoming AIAA Professional Development Courses
1617 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.
45 August 2011
Free 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-systemsall 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 SystemsEvolution 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.
67 August 2011
Free 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 Newtons and Eulers 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.
1819 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
2
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COURSE OFFERED AT ICES CONFERENCE
Early Bird by 10 Jun 2011 Advance (11 Jun8 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 May22 Jul) After 23 Jul 2011
Practical Intro to Preliminary Design of Air Breathing Engines
$995 $1145 $1195 $1345 $1345 $1495
$995 $1145 $1195 $1345 $1345 $1495
$995 $1145 $1195 $1345 $1345 $1495
$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 (229 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
$995 $1145 $1195 $1345 $1345 $1495
Modern Missile Guidance
$995 $1145 $1195 $1345 $1345 $1495
$995 $1145 $1195 $1345 $1345 $1495
COURSES OFFERED AT ATIO CONFERENCE
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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 Opportunities
AIAA 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
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Committee, is available to help you gain support and financial
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Authors of appropriate papers are encouraged to submit them
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Aircraft Handling Qualities

All dressed up with nowhere to go?

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