Dahm chicago keynote

Headquarters U.S. Air Force

Key Air Force Research Priorities

Dr. Werner J.A. Dahm
Chief Scientist of the U.S. Air Force
Air Force Pentagon (4E130)
Washington, D.C.

28 June 2010
AIAA Combined Conferences Keynote Presentation UNCLASSIFIED 28 June 2010 1

The Air Force is Critically Dependent
on Science & Technology Advances

The Air Force is in the capabilities business; achieving superior capabilities requires a
continual source of science and technology advances, with occasional breakthroughs 2

Science & Technology Has Top-Level
Representation in the Air Force
Headquarters U.S. Air Force Since shortly after its formation from the Army Air
Corps, the Air Force has maintained an independent
Secretary Chief of Staff
full-time Chief Scientist in the Pentagon as a direct
of the Air Force Air Force
(SecAF) (AF/CC) scientific and technical advisor to the Chief of Staff

Commander, Air Force
Materiel Command
Air Force (AFMC/CC)
Chief Scientist
(AF/ST)
Commander, Air Force
Research Laboratory
Office of the USAF Chief Scientist (AFRL/CC)

  The Chief Scientist is the full-time scientific and technical Air Space
Propulsion Munitions
advisor to the AF Chief of Staff and Secretary of the AF Vehicles Vehicles

  Holds 3-star equivalent rank; is a full member of the
Directed Materials
Air Staff, the AF Council, and Headquarters Air Force Sensors
Energy & Manuf.
Information

  Provides independent technical advice on all existing and
planned programs, and on technical opportunities Human Basic Res.
Perform. (AFOSR)
  Has unrestricted access to all information and programs; AFOSR
can address any topics of interest or opportunity NA NE NL

AIAA Combined Conferences Keynote Presentation Unclassified 28 June 2010 3

The Path from Science and Technology
to New Air Force Capabilities

Research & Development Acquisition

Materiel Development
Decision (MDD)
Milestone A Milestone B Milestone C
Universities Air Force Research Laboratory

Advanced System Production,
Basic Applied Concept Advanced
Technology Development & Fielding,
Research Research Refinement Development
Development Demonstration Sustainment

Budget Activity 1 Budget Activity 2 Budget Activity 3 BA 5 BA 6,7
Budget Activity 4
(6.1) (6.2) (6.3)

Technology Readiness Level (TRL): Definitions
•  Low Rate Initial Production (LRIP)
•  Initial Operational Test & Eval. (IOT&E)
TRL 1: Basic principles observed and reported •  Full Rate Production (FRP)
TRL 2: Technology concept and/or application formulated •  Initial Operational Capability (IOC)
•  Field
TRL 3: Analytical or experimental proof of concept
•  Sustain
TRL 4: Component validation in laboratory environment
TRL 5: Component validation in relevant environment
TRL 6: System/subsystem demonstration in relevant environment
TRL 7: System prototype demonstration in an operational environment
TRL 8: Actual system completed and qualified through test and demo
TRL 9: Actual system proven through successful mission operations
4

Overall Air Force RDT&E Investments

Basic Research (6.1) Applied Research (6.2)
Advanced Technology
2% 4%
Development (6.3)
2%

Concept Refinement
and Advanced Dev.
9%

System Development
and Demonstration
18%

RDT&E Management
4%
Operational Systems Development
61% $28.06B FY09 Air Force RDT&E


USAF S&T Core Investment in 6.1-6.3

6.1: Basic
6.3: Advanced Technology Research $310M
Development $541M 16%
29% $1.9B Direct AFRL funds
+ $2.2B Customer funds
+ 324M Congress adds
$4.5B total AFRL
6.1, 6.2, 6.3

Amounts shown are
$2B/yr Air Force core
funds; does not include
$2B/yr customer funds

6.2: Applied
Research $1029M
Total FY09 Core/External $4.5B 55%


USAF S&T Core Investment Distribution
Across Air, Space, and Cyber Domains

Cyber Domain
24%

$541M

$862M
Air Domain
46%
$566M

Space Domain
30%

Nearly one-quarter of all Air Force S&T investment now goes into the cyber domain
7

Ten Technical Directorates Comprise
the Air Force Research Laboratory
Directed
Energy Materials &
Manufacturing
AFOSR

Space Munitions
Vehicles

Sensors Human Air Vehicles
Effectiveness

Information

Propulsion

Total Annual Air Force S&T Enterprise
Amounts to $4.5B/yr (6.1-6.3)
$1.9B Direct AFRL funds
+ $2.2B Customer funds
+ 324M Congress adds
$4.5B total AFRL
6.1, 6.2, 6.3

Amounts shown are
$2B/yr Air Force core
funds; does not include
$2B/yr customer funds


What New S&T Advances Will Create the
Next Generation of USAF Capabilities?

Maintaining superior capabilities over its adversaries requires the Air Force to continually seek
new science and technology advances and integrate these into fieldable systems 10

U.S. Air Force “Technology Horizons”

1 3 6 7
Toward New Project New World Technology
Horizons Forecast Vistas Horizons
1945 1964 1995 2010
High-impact studies
2 4 5
Woods Hole New Project
Summer Study Horizons II Forecast II
1958 1975 1986

Low-impact studies

1940s 1950s 1960s 1970s 1980s 1990s 2000s 2010+

  “Technology Horizons” is the next in a succession of major S&T
vision studies conducted at the Headquarters Air Force level to
define the key Air Force S&T investments over the next decade

Air Force S&T Vision for 2010-2030
from “Technology Horizons”

AIAA Combined Conferences Keynote Presentation Cleared for Public Release 28 June 2010 12

New Types of Remotely-Piloted and/or
Autonomous Air Vehicle Systems
  Unmanned airborne platforms with large sensor
suite capable of long-endurance loiter on station
  Requires substantial advances in numerous
technologies (e.g., multifunctional structures,
propulsion integration, affordable LO, etc.)
Air Force Sensorcraft concept
  Passive laminar flow control technologies may
be essential to provide needed loiter times
  Thermal management will be challenging; large
sensor heat loads with few ram air openings
  Special fuels may be needed to manage extreme
heat and cold at various operating conditions Air Force Sensorcraft concept

General Atomics “Predator C” Unmanned combat air vehicle concept Air Force Sensorcraft concept


High-Altitude Long-Endurance (HALE)
Air Vehicle Systems
  New unmanned aircraft systems (VULTURE)
and airships (ISIS) can remain aloft for years
  Delicate lightweight structures can survive
low-altitude winds if launch can be chosen
  Enabled by solar cells powering lightweight
batteries or regenerative fuel cell systems
  Large airships containing football field size
radars give extreme resolution/persistence
DARPA VULTURE HALE Aircraft Concept

DARPA VULTURE HALE Aircraft Concept


Airship-Based HALE ISR Systems

  HALE airship platforms are being examined for Examples of Current DoD
numerous ISR and comm relay applications HALE Airship Programs
  Current DoD HALE Airship programs include: HALE-D
  Long-Endurance Multi-INT Vehicle (LEMV)
  HALE Demonstrator (HALE-D)
  Blue Devil (Polar 400 airship + King Air A-90)
  Integrated Sensor is Structure (ISIS)
  Potential fuel cost savings over traditional ISR
aircraft; speed and vulnerability are concerns

Blue Devil “Polar 400” DARPA “ISIS”


Medium-Altitude Global ISR &
Communications (MAGIC) Platform
  Medium altitude allows platform One example of a possible MAGIC long-endurance platform
more similar to traditional aircraft
  More rapid repositioning than is
achievable with airship platforms
  Can serve as ISR platform and as
airborne communications relay
  Designs could potentially allow
far greater endurance than MQ-1/9
  MAGIC-like JCTD may be used to
assess technology readiness

Comparison with MQ-1 Predator and MQ-9 Reaper


Hybrid Wing-Body (HWB) Aircraft

  Hybrid wing-body with blended juncture has
greater fuel efficiency than tube-and-wing
  Body provides significant fraction of total lift;
resulting volumetric efficiency is improved
  Potential Air Force uses as airborne tanker
or as cargo transport aircraft
  Fabrication of pressurized body sections is
enabled by PRSEUS technology
  X-48B flight tests (NASA / AFRL / Boeing)
have examined aerodynamic performance


Partially-Buoyant Cargo Airlifters

  Hybrid airships achieve part of their lift from buoyancy and
part aerodynamically from forward flight
  Could provide fuel-efficiency benefits for large cargo airlifter
in certain applications (e.g., relatively unprepared sites)
  Lockheed Martin “Project 791” using tri-hull design flew in
2006; short manned flight
  System-level studies must determine potential DoD utility
  Flight experiments needed to assess handling performance


Versatile Affordable Advanced Turbine
Engines (VAATE) Program

VAATE is the nation’s current major
collaborative effort to develop a new
generation of advanced turbine
engine technologies
Adaptive Versatile Engine Technology (ADVENT)

Highly Efficient Embedded Turbine Engine (HEETE)

Efficient Small Scale Propulsion (ESSP)


Key Efforts Within VAATE Program

MODEL-BASED,
ROBUST, DAMAGE – NON-LINEAR,
INTEGRATED TOLERANT DESIGN ADAPTIVE CONTROL
COMPACT,
THERMAL EFFICIENT, SYSTEM
MANAGEMENT CONTROLLED
SYSTEM EMISSIONS INTEGRATED
VERSATILE HEALTH
COMBUSTOR
WIDE-FLOW MANAGEMENT
LINE-OF-SIGHT RANGE SYSTEM
BLOCKAGE/ FLOW COMPRESSOR
CONTROLLED INLET

ADVANCED FUEL
ADDITIVES/
THERMALLY STABLE
HIGH HEAT SINK FUELS
INTEGRATED
POWER INTEGRATED
GENERATION LIGHTWEIGHT, REAR FRAME &
DISTORTION AUGMENTOR DURABLE,
TOLERANT FAN EFFICIENT,
VECTORING
FULL-LIFE,
EXHAUST
EXTENDED HOT-
SYSTEM
TIME TURBINES


Adaptive Versatile Engine Technologies
(ADVENT) Program
  Constant mass flow of ADVENT engine
provide large new heat sink capacity
  Additional heat exchanger located in
relatively low-temperature third stream
  Provides heat sink for fuel-cooled cooling
air (FCCA) or air-cooled cooling air (ACCA)
  May be especially important for large heat
loads in airborne directed energy systems


Highly Efficient Embedded Turbine
Engine (HEETE) Program


Airbreathing Propulsion Integration

  Serpentine inlets and nozzles to provide engine
obscuration and embedding in airframe
  Significant challenge to minimize flow distortion
at aerodynamic interface plane (AIP)
  Seeking to develop bleedless inlet technologies
to avoid performance losses from bleed air
  Passive and active flow control approaches
being explored to avoid flow separation
  Must allow for wide range of mass flow rates;
nozzles, thrust vectoring, actuation

Passive or active flow control to avoid separation in serpentine inlet/nozzle


Supersonic Propulsion Integration:
Combined-Cycle Scramjet Systems

AEDC APTU tests under FaCET of common turbo-ramjet/scramjet flowpath

Supersonic Inlets: Shock-Boundary
Layer Interaction (SBLI) Control
  Bleedless mixed-compression inlets
need methods to avoid BL separation
  Maximize inlet pressure recovery
  Shock-boundary layer interaction (SBLI)
can trigger separation at or after shocks
  AFRL using experiments and numerical
simulations to develop suitable control
  Passive sub-boundary layer vortex
generator micro-ramps
  Alternative passive control elements
Shock-boundary layer interaction measurements (Lapsa & Dahm 2009)

Simulations of passive control of shock-boundary layer interaction
control using micro-ramps (Galbraith et al. 2009)


Advanced Diagnostics for SBLI Data
Stereo Particle Imaging Velocimetry Data for Shock Boundary Layer Interactions

Instantaneous (u, v, w) across 2D spanwise Mean Strain Rate Sxx (x, y)
planes Fields


Computational Modeling & Simulation
(M&S) to Support Air Force Needs
Computational aeromechanics support to Air Force Seek Eagle
  Properly integrated M&S can give large aircraft/stores compatibility and weapons integration
reductions in cost of physical testing
  Continued improvements needed in CFD
methods (incl. numerics and physics)
  E.g., USAF Seek Eagle use of CFD to
assess aircraft/stores compatibility
  6-DOF time-accurate trajectory codes
using dynamic offset grids
  Platform/stores configurations exceed
what can be tested directly

Massive Ordnance Penetrator (MOP) Miniature Air Launched Decoy (MALD)
Stores Separation from B-52 B-52 Heavy Stores Adapter


Hypersonic International Flight Research
and Experimentation (HIFiRE) Program

  HIFiRE flights use sounding rocket descent trajectories
to explore fundamental hypersonics technologies
  AFRL and Australian DSTO with NASA; rocket flights at
Woomera, White Sands, and Pacific Missile Range
  Primary focus on aerosciences and propulsion areas;
also stability & control and sensors & instrumentation
  Propulsion experiments on Flights 2 (US), 3 (AUS), and
6-9 (US/AUS)
  Scramjet fueling/combustion, integration, performance


Scramjet Engine Development

  Hydrocarbon-fueled dual-mode ram/scramjet
combustor allows operation over Mach range
  Thermal management, ignition, flameholding
  GDE-1 was flight weight hydrocarbon fuel-
cooled but with open-loop fuel system
  GDE-2 was closed-loop hydrocarbon fuel-
cooled system intended for NASA X-43C
  SJX61-1,2 were closed-loop HC fuel-cooled
development/clearance engines for X-51A

Ground Demo Engine (GDE-2) SJX61-1 Development Engine SJX61-2 Flight Clearance Engine


X-51A Scramjet Engine Demonstrator
First Flight on 26 May 2010
  240-sec of continuous JP-fueled scramjet
combustion in fuel-cooled combustor
  Four flight experiments beginning late 2009
  B-52 underwing launch; ATACMS booster to
separation and scramjet ignition
  Actual first flight performance:
  Total mission time = 210 sec
  Time on scramjet = 143 sec
  Total distance traveled = 170 mi
  Scramjet ethylene start and JP-7 transition
  Scramjet fuel control and cooling
  Fuel setting for 4.7 ≤ Mach ≤ 5.25
  Actual scramjet Mach achieved was 4.9
  TM lost before fuel setting for high Mach
  Possible seal leak at nozzle junction
  Nearly all other test objectives were met
on this initial flight experiment



Cleared for Public Release:
WPAFB 08-2865



  300-sec of continuous JP-fueled scramjet
combustion in fuel-cooled combustor
  Four flight experiments beginning in 2010
  B-52 underwing launch; ATACMS booster
~30 sec to separation and scramjet ignition


Robust Scramjet Scale-Up Program

X-51A uses small-scale combustor AFRL Robust Scramjet program
Possible follow-on flights Scale-up and combustor
Large-scale
to test navigation and reconfiguration for
vehicle
inert strike on 3X, 10X, 100X
target scales?

Possible ISR Potential step to
or global strike vehicle a future airbreathing
TSTO access-to-space system

Dual flowpaths, mode
Combined TBCC nozzle
transitions, cocooning


Hypersonic Global ISR Vehicles

  JP-fueled scramjet propulsion system could potentially enable a medium-size
rapid-response ISR vehicle having operationally relevant range capability
  Mach 6 limit avoids complex thermal management penalties at higher Mach
  Vertical takeoff / horizontal landing (VTHL) enables single-stage rocket-based
combined-cycle (RBCC) system having 5000 nmi range with 2000 lbs payload
  Integral rocket boost to Mach 3.5 with ram-scram acceleration to Mach 6
  Resulting notional vehicle is 80 ft long with 42,000 lbs empty weight

Notional Mach 6 single-stage reusable VTHL ISR vehicle with 5000 nmi range (Astrox)


Airbreathing Two-Stage-to-Orbit
(TSTO) Access to Space Vehicles
  Airbreathing systems offer enormous advantages
for TSTO access-to-space; reusable space access
with aircraft-like operations
  Air Force / NASA conducting joint configuration
option assessments using Level 1 & 2 analyses
  Reusable rockets (RR), turbine-based (TBCC) and
rocket-based (RBCC) combined cycles


Laser-Based Directed Energy Systems

  Laser-based directed energy systems approaching
operationally useful power, size, and beam quality
  Distinction between tactical DE (e.g., ATL in C-130)
vs. strategic DE (e.g., ABL in B747)
  Tactical-scale systems enabled ultra-low collateral
damage strike and airborne self-defense AFRL Fiber Laser Testbed

  Technology path from COIL lasers to bulk solid
state (e.g., HELLADS) to fiber lasers to DPALs
  Demonstration path leads to airborne test (ELLA)

General North Oscura Peak (NOP) ELLA Flight Demonstration AFRL Rubidium DPAL Experiment
Atomics White Sands Missile Range

Unit Cells Textron

2010 2012 2017


Electric Laser on a Large Aircraft
(ELLA): Integration of Laser DE in B-1B
USAF Chief Scientist Conducting ELLA
  ELLA seeks to integrate and demonstrate tactically Integration Assessment in B-1B
relevant high-power laser DE in airborne platform
  C-130 and B-1B platforms were considered; B-1B
selected as most challenging (aero-optics)
  Will integrated fully modular HELLADS-derived
laser in forward weapons bay of B-1B
  Thermal management integrates with existing PAO
lines in weapons bay; full beam control
  Current FY17 tests and demonstration planned

3 Weapons Bays


Emerging Roles and New Concepts for
Large and Medium Size UAVs
  UAS moving beyond traditional
surveillance and kinetic strike roles
  Longer-endurance missions require
high-efficiency engine technologies
  In-flight automated refueling will be
key for expanding UAS capabilities
  May include ISR functions beyond
traditional electro-optic surveillance
  LO may allow ops in contested or
denied (non-permissive) areas
  Electronic warfare (EW) by stand-in
jamming is a possible future role
  Wide-area airborne surveillance
(WAAS) is increasingly important
  Directed energy strike capability is
likely to grow (laser and HPM)


Current Unmanned Aircraft Systems
of the U.S. Air Force and DoD
U.S. Air Force
RQ-4 Global Hawk
MQ-1 Predator
MQ-9 Reaper

RQ-11 Raven

Wasp III BATMAV

RQ-170
Sentinel

U.S. Army U.S. Navy / Marines
RQ-7 Shadow MQ-1C Warrior RQ-11 Raven Scan Eagle

RQ-11 Raven RQ-8 Fire Scout
Wasp III BATMAV RQ-2 Pioneer


MAVs Involve New Aerodynamic Regimes
With Strong Fluid-Structure Coupling
  Micro UAVs open up new opportunities
for close-in sensing in urban areas
  Low-speed, high-maneuverability, and
hovering not suited even to small UAVs
  Size and speed regime creates low-Re
aerodynamic effects; fixed-wing UAVs
become impractical as size decreases
  Rotary-wing and biomimetic flapping-
wing configurations are best at this size
  Requires lightweight flexible structures
and unsteady aero-structural coupling


Low Reynolds Number Flow Associated
with Flapping-Wing Micro Air Vehicles
  Unsteady aerodynamics w/ strong coupling
to flexible structures is poorly understood
  AFRL water tunnel with large pitch-plunge
mechanism allows groundbreaking studies
  Advanced diagnostics (SPIV) combined with
CFD are giving insights on effective designs
  MAV aerodynamics, structures, and control
are accessible to university-scale studies


Concluding Remarks

  Air Force S&T priorities span across a
wide range of technical areas
  Technology Horizons gives the vision
for key USAF S&T over next decade
  Remote-piloted and autonomous air
vehicle systems will play a central role
  RPAs, HALE aircraft and airships
  Technologies for reducing fuel costs
will become increasingly important
  Airships, HWB, VAATE programs
  High-speed systems for strike, ISR,
and access-to-space are advancing
  Laser-based directed-energy systems
are approaching operational utility


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