September 2009

FLYING
greener skies

EASA: Moving toward proactive regulation

A conversation with Edward Weiler
A PUBLICATION OF THE AMERICAN INSTITUTE OF AERONAUTICS AND ASTRONAUTICS
 September 2009

DEPARTMENTS
EDITORIAL 3
The promise of thinking green.

INTERNATIONAL BEAT 4 Page 4

A blueprint for defense cooperation.

WASHINGTON WATCH 8
Waiting for new directions.

CONVERSATIONS 12
With Edward J. Weiler.
Page 20
AIRCRAFT UPDATE 16
Jetliners wait for hard times.

EYE ON ELECTRONICS 20
JSF sensors: Dominant and delayed.

OUT OF THE PAST 44

CAREER OPPORTUNITIES 46 Page 24

FEATURES
MILITARY AVIATION GOES GREEN 24
The combination of alternative fuels,even more efficient engines, and airframe
changes should result in greater fuel efficiency.
by Mark J. Lewis

FUELING THE GREEN AIRPLANE 32

Efforts to develop environmentally friendly fuels are yielding results, with more
and more airlines making successful flights using new biofuel blends.
by Frank Sietzen Jr. Page 32

EASA: MOVING TOWARD PROACTIVE REGULATION 38

Working hand in hand with both manufacturers and airlines, EASA’a goal is to
make flying Europe’s skies as safe as possible.
by Philip Butterworth-Hayes

BULLETIN
AIAA Meeting Schedule B2
AIAA Courses and Training Program B4
AIAA News B5
Meeting Program B14

COVER
More efficient airframes and engines and fuels derived from plants like jatropha and camelina may help lessen our Page 38
dependence on fossil fuels and allow the planet to breathe a bit more easily. Cover design by Fitzgerald Art & Design.

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 Aerospace America
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A M E R I C A

09-0457–2
 ®

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
The promise of thinking green
Jerry Grey, Editor-at-Large
Christine Williams, Editor AIAA Bulletin In 1992, the United Nations Framework Convention on Climate Change treaty
was generated at the U.N. Conference on Environment and Development, held
Correspondents
in Rio de Janeiro. Five years later, the more commonly known follow-up Kyoto
Robert F. Dorr, Washington
Philip Butterworth-Hayes, Europe Accord was adopted, and as of January 2009, ratified by 183 parties. The treaty
Michael Westlake, Hong Kong and follow-up protocol committed most of the signatories to greenhouse gas emis-
sion reductions, most notably carbon dioxide, of varying degrees over the course
Contributing Writers
of time.
Richard Aboulafia, John Binder, James
W. Canan, Marco Cáceres, Edward Flinn, Today, more than 10 years later, debate continues as to the causes and
Tom Jones, Théo Pirard, David Rockwell, effects of climate change, especially with regard to anthropogenic contribu-
Frank Sietzen, J.R. Wilson tions. Critics say the science is faulty; proponents point to the receding polar
icecaps as a bellwether of a planet in increasing peril. The debate will continue,
Fitzgerald Art & Design
Art Direction and Design as we develop more and more efficient measurement tools and a deeper under-
standing of the Earth as an ecosystem.
Craig Byl, Manufacturing and Distribution In all of the studies of greenhouse gas emissions and their impact on cli-
David W. Thompson, President
mate change, aviation has always been considered to be a minor contributor.
Robert S. Dickman, Publisher
But the sheer numbers of aircraft, both civil and military, filling the skies, and
STEERING COMMITTEE the altitudes at which they fly, mean that they have significant impact. Aircraft
Michael B Bragg, University of Illinois; burn fossil fuels; those fuels emit carbon dioxide directly into the atmosphere.
Philip Hattis, Draper Laboratory; Mark S Those fuels are also expensive, nonrenewable, and, to a great extent, hold
Maurice, AFOSR; Laura McGill, Raytheon; us hostage to foreign interests. So the growing research into the development
George Muellner, Boeing; Merri Sanchez,
of alternative fuels is of great value in its own right, leaving aside the increas-
National Aeronautics and Space Administra-
tion; Mary Snitch, Lockheed Martin
ingly heated climate change debate. Bio-derived fuels, particularly those derived
from non-food stocks; methanol; ethanol; liquid hydrogen; and synthetics may
EDITORIAL BOARD provide the means for escaping the current chokehold oil has on the industry
Ned Allen, Lockheed Martin Aeronautics; and our economy. Not one is the silver bullet; they all require further study and,
Jean-Michel Contant, EADS; Eugene frankly, more money—at least for now.
Covert, Massachusetts Institute of Technol- But as we develop new fuels, particularly ones that require little or no mod-
ogy; L.S. “Skip” Fletcher, Texas A&M Uni- ifications to existing engines, the potential for savings both monetary and envi-
versity; Michael Francis, United Technologies;
ronmental is great. Another economic plus is the development of a new indus-
Christian Mari, Teuchos; Cam Martin,
NASA Dryden; Don Richardson, Donrich
try—farms for these stocks, for example, and refineries for processing them.
Research; Douglas Yazell, Honeywell And while developing new fuels that are engine-friendly is a plus, develop-
ing new, even more fuel-efficient engines may yield even greater gains. This
ADVERTISING
effort presents great challenges—today’s engines are incredibly efficient ma-
National Display and Classified: chines. But several manufacturers, along with the Air Force Research Labora-
Robert Silverstein, 240.498.9674 tory, are attempting to do just that.
[email protected] Modifying airframes for maximum aerodynamic efficiency will also con-
West Coast Display: Greg Cruse,
tribute to the reduction in fuel consumption. Even minor changes, such as the
949.361.1870 / [email protected]
addition of winglets to an aircraft’s wing, result in fuel savings, as might lighter
Send materials to Craig Byl, AIAA, 1801 weight materials. And the Air Force, in particular, is also looking at more dra-
Alexander Bell Drive, Suite 500, Reston, VA matic modifications, such as the blended wing, down the line.
20191-4344. Changes of address should be Each of these efforts, individually, is a plus for the future of aviation and
sent to Customer Service at the same address, our economy. Taken together, they are also a plus for our planet.
by e-mail at [email protected], or by fax at Elaine Camhi
703/264-7606.
Editor-in-Chief
Send Letters to the Editor to Elaine Camhi
at the same address or [email protected]

September 2009, Vol. 47, No. 8

A blueprint for defense cooperation

THERE IS ONE SURE WAY TO DEFINE A COUNTRY’S nated Arrangement for Military Peace follows a report on improving coopera-
position in the world, in terms of its Support (NORDCAPS), and the 2008 tion between the countries drawn up by
technical capabilities, political affiliations Nordic Supportive Defense Structures former Norwegian foreign minister
and military intent—look at the type of (NORDSUP). Thorvald Stoltenberg earlier this year,
front-line fighter it chooses. NORDAC was formed when Den- and generally regarded as the blueprint
In June, Denmark’s Defense Minister mark, Finland, Norway, and Sweden for closer cooperation. (For more infor-
Søren Gade announced that he was agreed to a closer cooperation on arma- mation see: http://www.regjerigenno/
postponing a decision on whether to re- ments development and procurement— en/dep/ud/press/News/2009/nord
place the country’s fleet of 48 Lockheed the countries have cooperated on pro- icreport.html?id=545325.)
Martin F-16s with either Saab JAS-39 curing helicopters, armored infantry According to a joint ministerial state-
Gripens or Lockheed Martin F-35 Joint combat vehicles, artillery-locating radars, ment following the Kotka meeting, “the
Strike Fighters. and armored wheeled vehicles as part of Ministers decided to merge the previ-
The choice will have major implica- the agreement. NORDCAPS was organ- ously separate arrangements into one
tions not just for Denmark and the com- ized to coordinate Nordic capabilities comprehensive structure that comprises
panies involved but for the entire north- within U.N. and other peacekeeping op- defense policy, capability development,
ern European area. The Nordic countries erations. NORDSUP encompasses more and crisis management operations. The
(Denmark, Sweden, Norway, Finland, wide-ranging cooperation in defense re- goal since the last ministerial in Novem-
and Iceland) have for decades offered the lated areas, such as procurement of de- ber 2008 has been to create one stream-
blueprint for how neighboring countries fense materiel, armed forces education, lined, effectively working, and yet clear
with different political affiliations can co- and defense research. and simple structure.”
operate in a wide range of aerospace, Under the May 2009 agreement, a According to Stoltenberg, the large
aviation, and defense issues. The institu- new cooperative structure will be in and steadily increasing costs associated
tional arrangements for cooperation place starting January 2010, integrating with the procurement of modern de-
among the Nordic states have formed these different areas. The new structure fense technology may mean “…the size
the basis, in many areas, for the way the
European Union has evolved.
Institutional and defense cooperation in Nordic states
Challenges and collaborations Institutional cooperation began in 1952 with the Swedish city of Malmö. This should pro-
Beyond the key issues of capability, the launch of the Nordic Council, comprising 87 duce savings of €10.2 million over the current
price, and support for its domestic aero- elected members of the member countries’ system and a 27% increase in capacity once the
space industry, the Danish defense min- respective parliaments. This was followed in center is put into operation.
istry, in considering a choice between 1971 by the establishment of the Nordic Council A more wide-ranging North European
the Gripen and JSF, will have to consider of Ministers, which has become the main insti- ANS Providers (NEAP) cooperation will develop
a number of complex and evolving chal- tution for intergovernmental cooperation. One common operating practices and systems to
of the results of this cooperation has been the support air navigation services in Denmark,
lenges. For instance, there are new
establishment of an integrated labor market Norway, Sweden, Iceland, Finland, and Estonia.
threats of instability in the Baltic and Arc- that in many respects sets the agenda for the In 2008 Sweden, Finland, Norway, Ireland,
tic areas, and new commitments to in- development of the EU internal market. and Estonia created the Nordic Battlegroup of
ternational peace-keeping missions. To In aerospace and defense, the countries— around 2,800 soldiers to support EU foreign
meet these challenges the Nordic states despite different political and military affilia- and security policies. This was slightly unusual
have embarked on a new policy of de- tions—are building increasingly close ties. in that it did not contain EU member Denmark
fense collaboration that will take the pro- For example, Denmark, Sweden, and Nor- —which has opted out of the EU common for-
cess further and deeper than anywhere way set up the world’s first transnational flag- eign and security policy—but it did contain
else in the world. carrier airline in 1946, when Denmark’s Det Norway, which is not an EU member state.
In May defense ministers from the Danske Luftfartselskab, Sweden’s Svensk In- Moreover, Sweden, Denmark, Norway, Ice-
terkontinental Lufttrafik, and Norway’s Det land, and Finland have set up their own “com-
Nordic countries met in Kotka, Finland,
Norske Luftfartselskap were merged to create mon research and development area” called
to discuss ways to streamline and im- SAS Airlines. More recently, Sweden’s Luft- NORIA, the Nordic Research and Innovation
prove cooperation. So far cooperation fartsverket and Denmark’s NAVIAIR air naviga- Area, with research agencies and universities
has centered on three agreements: the tion service providers created a single upper working to commonly agreed technology re-
1994 Nordic Armaments Cooperation airspace area managed by a single center in search aims.
(NORDAC), the 1997 Nordic Coordi-

4 AEROSPACE AMERICA/SEPTEMBER 2009

The Danes will have to consider a wide gamut of issues in choosing between the F-35 and the JAS Gripen.

of certain units may fall below a critical be a Europe where only countries like In June Nordic foreign ministers met
limit, and in such a situation it is natural France, Russia, the U.K., and Germany in Reykjavik to discuss the Stoltenberg
that small countries should consider co- have their own modern defense forces. report further. They agreed that, as mat-
operating on, for example, procurement, Looking 15 to 20 years down the road, ters of priority, new cooperative efforts
maintenance, exercises, and education. none of the Nordic countries will be able should be made to provide operational
The alternative to cooperation could be to maintain their armed forces at their air surveillance assistance to Iceland, the
a situation where small and medium- current size and quality without closer development of a civilian maritime and
sized countries lose their ability to main- Nordic cooperation.” environmental surveillance system, and
tain a credible defense. The result could Stoltenberg has proposed a joint ap- the development of new search and res-
proach to military transport operations cue options for the Arctic and high north
and procurement, a combined military areas. They will seek to enlarge this co-
medical unit, joint education and training operative to include other Baltic states.
for military personnel, wider cooperation These partners, however, do have
on equipment purchasing, joint use of slightly different strategic defense priori-
exercise ranges, and the establishment ties. Norway and Finland have long bor-
of a Nordic amphibious unit. ders with Russia and new concerns
In terms of military transport: “The about Russian military activities in the
goal should be to establish a combined high north and Arctic areas.
command unit, to which the Nordic “In general, Finland is privileged to
countries would make available elements be located in one of the safest corners of
that would form part of a Nordic trans- the world,” said Finnish Minister of De-
port unit,” according to Stoltenberg. It fense Jyri Häkämies speaking in Wash-
would pave the way for joint procure- ington in June 2009. “However, given
ment and joint negotiations for the pur- our geographical location, the three
Finland is updating its F-18s. chase of transport capacity. main security challenges for Finland to-

NORDIC COUNTRY AFFILIATIONS AND FIGHTER CHOICES

Country Population Affiliations Fighter aircraft
Denmark 5.4 million NATO, EU, with an opt-out on membership in the Euro and Lockheed Martin F-16
the EU’s foreign and security policy
Finland 5.3 million EU Boeing F/A-18
Norway 4.8 million NATO Lockheed Martin F-16;
F-35 planned as a replacement
Sweden 9.2 million EU Saab JAS-39

AEROSPACE AMERICA/SEPTEMBER 2009 5

day are Russia, Russia, and Russia. And up again in the sea areas around Iceland Choosing the next fighter
not only for Finland, but for all of us…. and northern Scotland. After the well- Finland and Norway rely on U.S. front-
Russia will continue to be a strong re- publicized expedition to the North Pole, line fighters. Finland’s F/A-18 Hornets
gional actor in the High North. Strategic the Russian interest in the polar areas is are in the middle of a midlife update pro-
importance of the Kola Peninsula will clear, and the Baltic Sea is getting all the gram, and the government is discussing
wake up Russian military interests from more important in the next few years as with the U.S. gaining access to further
their decade-long hibernation, as is at- one of the main routes for Russian en- military technology. The Norwegian gov-
tested by the Russian bombers showing ergy exports.” ernment has already decided to replace
its F-16 with the F-35, and its aerospace
industry is now deeply embedded in the
JSF program. In July, Northrop Grum-
man selected Norway’s Kongsberg to be
Events Calendar as a strategic partner in the program,
SEPT. 14-17 producing carbon fiber components.
AIAA Space 2009 Conference and Exposition, Pasadena, Calif. For Sweden and Denmark, their im-
Contact: 703/264-7500 mediate focus is more closely tied to the
Baltic and improving security arrange-
SEPT. 20-24 ments with other Baltic states such as Es-
Smart Materials, Adaptive Structures, and Intelligent Systems, Oxnard, Calif. tonia, Latvia, and Lithuania. Denmark
Contact: Prof. Diann Brei, 248/891-9275; [email protected] flies the F-16, which was bought as part
SEPT. 21-23 of a joint arms purchase with three other
Ninth AIAA Aviation Technology, Integration, and Operations Conference; NATO countries: Norway, Netherlands,
and Aircraft Noise and Emissions Reduction Symposium. Hilton Head, S.C. and Belgium. It is coming under increas-
Contact: 703/264-7500 ing pressure to choose the Swedish-built
Saab Gripen for its F-16 replacement.
SEPT. 22-24 The Danish and Swedish defense min-
Sixth AIAA Biennial National Forum on Weapon System Effectiveness, istries have signed a memorandum of
Tucson, Ariz. understanding regarding Gripen, which
Contact: 703/264-7500 includes the development of work on the
OCT. 1-2 aircraft for the “Gripen DK Team.”
Resolving Uncertainties in Airframe Noise Testing and CAA Code Danish Aerotech A/S and Saab AB
Validation, Bucharest, Romania. have agreed to a cooperative agreement
Contact: L. Koop, [email protected] worth up to DK 200 million if Denmark
decides to purchase the Gripen. Danish
OCT. 12-16
Aerotech is expecting to supply Saab
Sixtieth International Astronautical Congress: Space for Sustainable
with mechanical, electrical and electronic
Peace and Progress, Daejeon, Korea.
components as part of the new coopera-
Contact: http://iac2009.kr/
tion agreement.
OCT. 19-22 But the Danish government has also
Sixteenth AIAA/DLR/DGLR International Space Planes and Hypersonic invested millions of kroner in the JSF
Systems and Technologies Conference, Bremen, Germany. program, and six Danish companies—
Contact: 703/264-7500 E. Falck Schmidt, IFAD, Infocom Sys-
OCT. 21-22 tems, Maersk Data, Systematic, and
International Symposium of Personal and Commercial Spaceflight, Terma—have established the Danish JSF
Las Cruces, N.M. Team (JSFDK) to support Denmark’s
Contact: www.ispcs.com continued participation in the develop-
ment and production of JSF.
OCT. 25-29 Hence, the Danish government has
IEEE/AIAA 28th Digital Avionics Systems Conference, Orlando, Fla. a series of complex issues to consider be-
Contact: T. Redling, 903/457-7822; [email protected] fore it reaches a decision on a new front-
OCT. 26-28 line fighter. So far, front-line aircraft pro-
Eighteenth International Meshing Roundtable, Salt Lake City, Utah. curement has remained outside the
Contact: Jacqueline Hunter, 505/284-6969; [email protected] growing list of areas in which Nordic
countries have agreed to cooperate. But
NOV. 3-6 both Gripen and the JSF have been de-
NDIA Aircraft Combat Survivability Symposium, Monterey, Calif. veloped to operate within a network-en-
Contact: Meredith Geary, 703/247-9476; [email protected] abled communications environment in
which aircraft operators share data and

6 AEROSPACE AMERICA/SEPTEMBER 2009

 The argument that density is less for
fuel-rich mixture ratios, is also a fallacy.
Density is a function of the specific heat
ratio times pressure divided by the gas
constant and temperature.
Temperature is a maximum for stoi-
chiometric mixture ratios, and density is
therefore minimum even though pres-
sure also increases with mixture ratio.
Because efficient APREs use less
fuel, the fuel weight is less, and the cost
Some Scandinavian nations have already replaced their aging F-16 fleet. is less. Because less fuel is used, the fuel
tanks are smaller. Because the tanks are
command/control functions with land, derstand whether the process of inte- smaller, they weigh less, cost less, and
sea, and other airborne platforms. For grating automated airborne communica- have less aerodynamic drag. This means
the Nordic concept of shared defense as- tions systems within a common Nordic APREs will put a greater payload in orbit
sets to function fully, neighboring coun- network will favor a U.S. or a European at lesser cost. One half pound of payload
tries will soon have to develop new—or fighter platform. is gained for each pound of weight saved
evolve existing—network-enabled com- Philip Butterworth-Hayes on the vehicle. This is the benefit of de-
munications systems. Brighton, U.K. veloping APREs. They will maintain the
It will take just a little longer to un- [email protected] U.S. leadership in space, and are a valid
reason for the expenditure of public
funds. APREs are the future of rocketry.
U.S. space policy should be to develop
APREs, operating at stoichiometric mix-
ture ratios, before we do anything else.
In the interest of full disclosure, I sub-
The editorial Asking the right ques- cognoscenti who believe existing rocket mitted my name to be a candidate for
tions (June, page 3) deserves comment. engines, operating with fuel-rich mixture the position of the NASA administrator.
We have an irrational, unreasonable, ratios, are the ultimate in rocket engine Dale L. Jensen
and illogical space policy. Why? technology. They are misinformed. This JENTEC
•It is irrational, unreasonable, and il- may be why the space shuttle was never
logical to retire the space shuttle before improved or upgraded. ✈✈✈
we have a replacement vehicle. Everyone should know that stoichio- A hot rod for the solar system (July-
•It is irrational, unreasonable, and il- metric mixture ratios are optimum. It is a August, page 38) provided a useful de-
logical to return to the Moon or venture fallacy that fuel-rich mixture ratios are scription of the VASIMR engine. Read-
to Mars before we have efficient ad- optimum, because no energy is obtained ers may also want to understand why it
vanced performance rocket engines from unused hydrogen. For every pound is useful. Higher specific impulse is bet-
(APREs) to perform these missions. of unused hydrogen carried aloft 50,000 ter, right? Not always! Chemical combus-
It was premature, and irresponsible, Btu of energy are lost. Unused hydrogen tion rockets are thrust limited. Many en-
of the previous administration to man- uses energy to increase its potential en- gines for use in space, however, are
date that NASA return to the Moon and ergy level to the potential of the rest of power limited. The power supply really
venture to Mars. the mixture. Enthalpy lost to the unused is the largest part of the propulsion sys-
A commission, headed by Mr. Au- hydrogen, in Btus per second, is equal to tem for solar-electric propulsion, for ex-
gustine, is reviewing whether we should specific heat times the difference in tem- ample. When such engines are used in
continue this policy using the premature perature between the mixture and the deep space, high specific impulse is
Ares vehicle or change to a comparably liquid hydrogen times the weight of ex- good. Near a planet, however, where
inefficient, but extant, evolved expend- cess hydrogen delivered per second. gravity is high, the thrust is important.
able vehicle. Neither is appropriate, be- Consequently, the greater the excess Higher thrust can reduce the gravity
cause both are inefficient and therefore hydrogen there is, the less energy re- losses. With limited power, higher spe-
more costly than they should be. mains available that can be converted cific impulse leads to lower thrust. The
There is also a large group of rocket into kinetic energy. VASIMR is unique in that it can operate
over a range of specific impulse values,
allowing the specific impulse to be se-
All letters addressed to the editor are considered to be submitted for possible publication, unless lected at the optimum at each point in
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, the mission.
Suite 500, Reston, VA 20191-4344, or by e-mail to: [email protected]. James A. Martin
Huntington Beach, Calif.

AEROSPACE AMERICA/SEPTEMBER 2009 7

Waiting for new directions

MANY IN WASHINGTON WHO WONDER WHAT Upon taking office, Bolden

lies ahead for human spaceflight are said, “If we choose to lead, we
looking not to NASA’s new boss but to a must build on our investment
retired aerospace executive. Norman in the international space sta-
Augustine is head of a presidential com- tion, accelerate development
mittee that has been reviewing options of our next-generation launch
for NASA’s future and was to present a systems to enable expansion
final report by this month. of human exploration, en-
As soon as the Senate confirmed re- hance NASA’s capability to
tired Marine Corps Maj. Gen. Charles F. study Earth’s environment,
Bolden as NASA administrator on July lead space science to new
15, it became apparent that neither the achievements, continue cut-
White House nor the agency would be ting-edge aeronautics research,
making any major space policy pro- support the innovation of
nouncements in advance of the commis- American entrepreneurs, and
sion’s findings. The Senate also con- inspire a rising generation of On the eve of the 40th anniversary of Apollo 11’s first human
firmed Lori B. Garver as NASA deputy boys and girls to seek careers landing on the Moon, Apollo 11 crew members Buzz Aldrin, Mike
Collins, and Neil Armstrong and NASA Mission Control creator
administrator. in science, technology, engi- Chris Kraft gathered at the National Air and Space Museum.
Bolden and Garver took office at a neering, and math.” Photo courtesy NASA/Bill Ingalls.
Washington moment when spaceflight It was no accident that the
was in the news. The 16-day STS-127 new administrator began with “If.” Pres- 11 astronauts Neil Armstrong, Buzz
mission by the shuttle Endeavor, which ident Barack Obama had said very early Aldrin, and Michael Collins, several
launched from Cape Canaveral July 15 in his presidential campaign that he spaceflight veterans expressed exaspera-
after a near-record five postponements, would scale down the plan to build a new tion at how little progress the nation has
was proceeding smoothly. At the same family of manned spacecraft to replace made since journeys to the Moon ended.
time, the nation’s capital was alive with the shuttle, which now has only six re- Aldrin is urging the U.S. to bypass the
festivities to mark the 40th anniversary maining flights before retirement. After Moon now by immediately mounting an
of the Apollo 11 landing on the Moon he became the Democratic nominee, expedition to Mars. Yet even the future
on July 20, 1969. The new NASA lead- candidate Obama reversed himself, in of human travel to LEO seemed uncer-
ers came onto the national stage eager part because of urging by Sen. Bill Nel- tain during a summer when the nation
to talk but apparently unsure what deci- son (D-Fla.), but as president he has said grappled with economic woes.
sions the White House would be asking little about space policy. “We’re working every day on this,”
them to support. At a rare public meeting of Apollo said an engineer assigned to Constella-
tion, the NASA program to develop a
next-generation human spaceflight vehi-
cle. “But when we start work on Mon-
day, we don’t know whether we’ll be
here next Monday.”
All eyes are on Augustine. His panel
was to offer different scenarios concern-
ing Constellation, possible alternatives,
or getting the U.S. out of human space-
flight entirely.
At a press conference, Augustine
said that when President John F.
Kennedy set the goal of putting an
American on the Moon, Congress and
the executive branch gave their full sup-
port. More important, said Augustine,
Charles F. Bolden and Lori B. Garver Kennedy’s pledge “was backed up by

8 AEROSPACE AMERICA/SEPTEMBER 2009

budget organizations and by the budget $679.8-billion FY10 defense spending
itself. It was really a national commitment.” bill if it included money for additional
Augustine said that recent presidents F-22s. No president has ever vetoed a
and Capitol Hill lawmakers have been defense spending measure, so the threat
less willing to spend public funds to was seen as a sign of the White House’s
match space goals. Polls show that the seriousness on the issue. Obama and
American public now has less interest in Gates had support from both sides of the
spaceflight, and even that the decline be- aisle, including from Sen. John McCain
gan while the final Apollo missions were (R-Ariz.), in seeking to end F-22 produc-
being flown. tion. “It’s the rarest occasion when a ma-
“That puts NASA in a terrible posi- ture weapons system, with all the con-
tion,” Augustine continued. “We [must] tracts and subcontracts, is terminated by
have a budget that underpins [what] we the Congress of the United States,” said
set out to do. Anything else, I think, is a McCain in a statement.
disservice.” F-22 supporters such as Sen. Saxby Sen. John McMain
Bolden told CBS News he is confi- Chambliss (R-Ga.) said the stealth, su-
dent the Augustine review will not result percruise, and air-to-air maneuverability
in changes that would lengthen the pro- of the aircraft would be needed in future F-35 looms larger
jected five-year gap between next year’s “peer” wars with modern nation-states. Curtailing the F-22 makes the F-35
ending of shuttle operations and the de- They argued that ending assembly of the Lightning II Joint Strike Fighter more im-
but of a new rocket system to replace it aircraft would have an impact on portant than ever. The administration
44,000 jobs in 44 states. has long assumed the JSF would com-
A deployment of F-22s to Kadena pensate for an abridged F-22 fleet. The
Air Base in Okinawa, Japan, had begun JSF “is a versatile aircraft, less than half
in May and was continuing smoothly in the total cost of the F-22, and can be
midsummer. Col. Kenneth S. Wilsbach, produced in quantity with all the advan-
the commander at Kadena, said the tages produced by economies of scale—
show of force in the neighborhood of a some 500 will be bought over the next
newly militant North Korea demon- five years, more than 2,400 over the life
strated that the F-22 can operate suc- of the program,” Gates said in a speech
cessfully overseas. F-22 pilots fought in July.
mock air-to-air combat against Kadena’s Barring some unexpected change,
F-15C Eagles, Japan Air Self-Defense production of the F-22 will end with de-
Force F-15Js, and U.S. Navy F/A- livery of the 187th aircraft in 2012. Bar-
Norman Augustine 18E/F Super Hornets. Observers said ring a change in its purchasing plans, the
the F-22s defeated all comers. Navy will receive its 493rd and last F/A-
But the fighter has never been used 18E/F Super Hornet the same year. If
in 2015. But some at NASA headquar- in Iraq, Afghanistan, or any other U.S. both go out of production, JSF will be-
ters still wonder what marching orders conflict. And critics were armed with a come the only fighter assembled in the
they will be following once Augustine’s new Pentagon report citing the plane’s U.S. Twenty-six production lines turned
review is completed. poor “mission-capable rate” of 62.9%, out fighters in this country in 1955.
its flying cost of $44,000 an hour versus Defense analyst and former test pilot
F-22 comes to a halt $29,000 for an Eagle, its 30 hr of main- Chuck Davis says the end to the F-22
A historic juncture was reached July 21 tenance for each hour of flight, and debate is “good reason for a new analy-
when a 58-40 Senate vote killed future problems with its stealth coating. sis” of the strengths and weaknesses of
procurement of the F-22 Raptor super- the JSF. When Vietnam-era Defense
fighter. The outcome had been anything Secretary Robert S. McNamara died July
but assured, even hours before the vote, 6, some in Washington remembered
and was hyped as a victory for President him for the Tactical Fighter Experimen-
Obama and Defense Secretary Robert tal (TFX), a 1960s aircraft program that
Gates. In a giant stretch, some Washing- had the ambitious goal of operating from
ton observers said the vote was a sign the Air Force’s bases on land and the
the president would succeed with other Navy’s carriers at sea. Davis says it is
dramatic changes, including his show- “impossible to overlook the obvious his-
case health care plan. In a close vote, the Senate decided to kill future torical comparison” between the TFX of
Obama had threatened to veto the procurement of the F-22. 1963 and today’s JSF, which has the

AEROSPACE AMERICA/SEPTEMBER 2009 9

 Air Force, the F-35B short takeoff verti-
cal landing, or S/TOVL, version for the
Marine Corps and British forces, and the
carrier-based F-35C for the Navy. The
services are now forming JSF training
squadrons to operate under the 33rd
Fighter Wing at Eglin AFB in the Florida
panhandle.
But after 20 years of developmental
work, no JSF is operational, and the
Although some growing pains still exist, the F-35 has clearly become the fighter of the future. Navy F-35C version has not flown yet.
Some analysts argue that high-mainte-
nance stealth features are not needed
role of performing several missions for The JSF is intended for both missions. and that they compromise JSF capabili-
several branches of the armed forces. John Gresham, a military consultant, ties by requiring the aircraft to carry its
Davis is not certain the JSF can fill a says JSF represents “a good job of de- armament internally. But apart from its
gap left by the F-22. Reflecting the view veloping various technologies for differ- stealth coating, the JSF promises to be
of many in Washington, he says the Pen- ent missions.” He says the F-35 will be the easiest plane to maintain in the Air
tagon would be better advised to develop especially good for the Navy, “which Force fleet. “It will be easier to work with
single-mission warplanes, such as a hy- wants for a state-of-the-art, stealth attack than any previous U.S. fighter,” said
pothetical replacement for the A-10 aircraft.” British aviation analyst Jon Lake in a
Thunderbolt II close-support aircraft for The JSF program uses a template as telephone interview.
air-to-ground combat only, or for the F- the basis for three very different air- Proponents say production of up to
15C Eagle for air-to-air combat only. planes, the conventional F-35A for the 4,000 JSFs, including export versions,
will keep the cost down and ensure a
constant influx of new ideas as the plane
progresses. Detractors say TFX should
have taught us that multirole aircraft de-
mand too many engineering compro-
mises, ending with an aircraft that does
not perform any mission well.
JSF critics were handed new ammu-
nition when the press focused on a DOD
Joint Estimate Team (JET) study that
showed the JSF is two years behind in its
developmental schedule. The aircraft
“won’t be able to move out of [its] devel-
opment phase and into full production
until 2016,” wrote Josh Rogin of Con-
gressional Quarterly. Far from meeting a
schedule of 317 test flights a year by the
end of 2009, Rogin wrote, only about
30 had been completed at midyear.
“The JET is not the gospel,” re-
sponded Gates’ public affairs spokesman
Geoff Morrell, who also called the report
“new old news.” Morrell said the study is
based on data from September 2008
and “is but one view, albeit an important
one, of our testing program.” Too late
for it to make any difference, F-22 pro-
ponents such as Chambliss point out
that the Pentagon panel’s pessimistic
view of JSF was not publicly released un-
til after the F-22 vote and might have al-
tered the outcome of the program had it
been known earlier. Robert F. Dorr
[email protected]

10 AEROSPACE AMERICA/SEPTEMBER 2009

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Edward J.Weiler

What are NASA’s science priorities? want priorities on these programs. I out the astronomy decadal survey from
Well, it’s not my priorities—we take want for the first time for the Moon to be 2001 and look at what they say about
our priorities from the National Acad- thrown into the mix. Because we do sci- servicing Hubble. The academy actually
emy of Sciences. That’s the highest ence, but if we are going to spend wrote this report in 2004, when it looked
world of science. My priorities are to do money on the Moon it has to be scien- like there would be only one more servic-
as much as we can do of their decadal tifically justified and more important than ing mission, the SM4 mission. Their ex-
surveys, from those various NAS com- Mars, or Europa, or comets. Because act words were, “We urge NASA to do
mittees. We’re trying to get JWST I’m taking my priorities from the na- one more servicing mission, and try to
[James Webb Space Telescope] launched tional academy. keep the telescope going to 2010.”
soon. Trying to get MSL [Mars Science So for the first time, the current lu- Luckily we have actually pulled off
Laboratory] off the ground. We’re trying nar program is going to be in the mix. the last servicing mission, and we’re go-
to find a way that we can afford Europa, And I’ll have to weigh that against all ing to keep it going to 2015. I am proud
which is the highest priority of the previ- other areas. Because I want to know, to say we are going to do more than the
ous planetary decadal survey. But that’s what good science do I do at the Moon, academy asked us to do.
a real problem. and is it more important than Europa,
Titan, Venus, Mercury. That’s the im- How do the telescope’s capabilities to-
Why is that? portant question. day compare to those of the first years
Because a lot of expectations were after its first repair in 1993?
created in the planetary community in Well, some would say that they need Wow, it’s a different telescope. But
the last few years for which there was no the lunar data to help design the Con- it still has only a 2.4-m mirror. That
money. I’m still trying to dig out from stellation lunar spacecraft—is that not we’re stuck with. But because of ad-
that problem. So right now, without help justification enough? vances in detectors and technology, it’s
from some other entity, we’ll have a That’s an excellent point. Three probably [improved] by a factor of 10 or
hard time doing Europa before 2010. previous AAs [associate administrators] more in terms of field of view—more ca-
And even that will require some surgery asked, what do you
to the current planetary program. Luck- need from us scien-
ily, we have two decadal [surveys] up and tists? And all three "So for the first time, the current lunar
running now—the astrophysics decadal, AAs have said the program is going to be in the mix. And I¹ll
which will report out in 2010, and a same thing: Lunar have to weigh that against all other areas."
planetary decadal, which will report out Reconnaissance
in 2011. I’ve talked to the two chairs of Orbiter [LRO]. And
those surveys and told them they have to therefore any other robotic missions to pable than it originally was. And cer-
give me an executable program—don’t the Moon must be justified on science. tainly we opened up new wavelengths—
give me a list of billion-dollar missions if I the advanced camera and WIFPIC [wide
don’t have that much money. Will the science directorate be in- field and planetary camera] have more
This is especially a problem in plan- volved in the archiving or distribution sensitivity and larger fields of view. But
etary. It has a very large program expec- of the images taken by the LRO? how you measure fields of view versus
tation, but we don’t have the budget for I’ve seen some of the blogs on that sensitivity is up to the author. There’s no
that expectation. They’ve got things like issue! It’s not an SMD [Science Mission question that Hubble is far more capable
the New Frontiers missions, like the Dis- Directorate] mission. It does become our today than in 1993, or in 1997.
covery missions, they’ve got a Mars pro- mission after one year. Then we will take
gram. We have the outer planets we over the mission and do all of the sci- But this is the last repair mission?
have to do. They’ve got a lunar program ence we can do with the mission at that The last repair mission certainly for
that was added last year. Now that’s point. So right now, it is an Exploration Hubble.
great to have all these things, but we System Mission Directorate mission.
don’t have a budget to support all of Any prospect for another servicing
these programs. How important was the recent Hubble mission with Orion?
repair, and how did it change the fu- You have to evaluate the cost of an
So what can you do? ture of the telescope? Orion servicing mission. First of all, you
I have talked with Steve Squyres There’s an example of us actually have to put servicing capability on the
[principal investigator of the Mars Explo- doing something the academy told us to Orion. Who pays for that? If the science
ration Rover mission] and said, listen, I do! I would encourage all people to pull community has to pay for that, my own

12 AEROSPACE AMERICA/SEPTEMBER 2009

 Interview by Frank Sietzen

opinion is the academy is not going to

recommend we service Hubble again, Edward J.Weiler became associate staff. He joined Princeton in 1976 and was
once they evaluate the cost. I mean, administrator of NASA’s Science Mission based at NASA Goddard as the director of
Hubble has been fantastic for us scien- Directorate in May 2008. He had been science operations for Copernicus.
tists—because we used “OPM.” named as interim head in March 2008 from
his position as director of Goddard Space Weiler received his Ph.D. in astrophysics
Flight Center, where he had assumed from Northwestern University in 1976.
What’s that? For his role in the Hubble science program,
Other people’s money. Think about leadership in August 2004.
he was awarded the NASA Outstanding
it: The shuttle and Hubble were unique. Earlier, beginning in 1998, he had served as Leadership Medal and the1994 Presidential
They were a merging of the human and the associate administrator for NASA’s Rank Award of Meritorious Executive.
robotic science programs at an early Space Science Enterprise. His tenure had Other awards include the NASA Exceptional
stage. The shuttle grew up with require- numerous successes, including the Chandra, Service Medal (1991), two additional NASA
ments from Hubble. Keep the bay clean, NEAR, MAP, FUSE, Spitzer, Mars Odyssey, and Outstanding Leadership Medals (2002,
robotic arms. And luckily the human side Mars Exploration Rover missions. 2004), the NASA
paid for all of that. They paid for astro- Distinguished Service
nauts, they paid for training the astro- Previously,Weiler served as the Medal (2000),
nauts, and they paid for launches. Hub- director of the Astronomical Search a second
ble has been a fantastic deal for for Origins Program at NASA Presidential
scientists. You really don’t want to start Headquarters. He also served as Rank Award
adding up the full cost accounting of all chief scientist for the Hubble Space of Meritorious
those shuttle launches, all that servicing Telescope from 1979 until 1998. Executive (2002),
capability, and that entire infrastructure. Weiler joined NASA Headquarters in and the
It was a great deal for us. 1978 as a staff scientist and was Presidential
But we live in a new world now. We promoted to chief of the Ultraviolet/ Rank Award of
have full cost accounting—we pay for Visible and Gravitational Astrophysics Distinguished
launches, so all of that has to be evalu- Division in 1979. Executive
ated. And the trouble is, people who are (1999).
Before joining NASA, he was a member of
throwing out ideas for more servicing for
the Princeton University research
Hubble are not taking what I just said
into account. Who’s going to pay for it?
And is there a business case for it? Now,
Hubble should last another five, six,
seven years. By then we’ll have JWST.

What is the status of the James Webb 19 years, but we really have only gotten GRO was not made to be serviced. And
Space Telescope project? 10 years of data out of it. You’ll say because of that they were allowed to go
We’re currently looking at a June wow—why is that? It’s because it is in into a much higher orbit—Chandra is in
2014 launch. We’re in Phase C—it sur- low Earth orbit. Its target is blocked half a highly elliptical orbit and is close to
vived its transformation into a develop- of every orbit. Hubble only operates in a 100% efficient.
ment program. There are a lot of techni- 50% or less target mode. So only on There are a couple of reasons why
cal milestones that have to be met. But 50% of every orbit is Hubble actually JWST wasn’t made for servicing. We’ll
we’re running through them. We’re over gathering data. get to costs in a minute. Because making
the hump of peak funding. So it’s going You might ask if servicing was such something serviceable costs a lot of
to start coming down. But the tough part a great idea. Why is it that, of the 88 money. JWST is an infrared telescope. It
starts now. We have all this hardware missions we’ve got in orbit or under de- requires extremely cold temperatures—
coming together. velopment, only one of them is service- 30 K, that’s 30 degrees above absolute
able? It’s because that decision was zero. The Earth is a huge source of in-
Why wasn’t the JWST designed to use made back in the ’80s. You ought to talk frared radiation. You cannot do JWST
the on-orbit repair experience gained to Charlie Pellerin, who was my boss science in Earth orbit, but [you can] way
from the Hubble servicing missions? and made a fundamental decision that out from that infrared source. That’s one
For a very simple reason. People there would be no servicing after Hub- reason—a technical reason. And a very
should remember that Hubble has lasted ble. Chandra was not made serviceable. important one.

AEROSPACE AMERICA/SEPTEMBER 2009 13

 The second reason is efficiency. just in case, because this program has tough call. That’s not a call I will make. I
JWST at L2 [the second Lagrange point] not had a history of milestones, we want would get the view of the scientific com-
doubles the observing time. About 100% to put weekly milestones on it. That’s munity. I don’t like to get one person’s
efficiency. You’re looking at targets weekly. We’re going to monitor them opinion—I like to hear from experts who
100% of the time. The Earth is not get- here. That’s unusual for headquarters. are there because of their expertise. And
ting in the way. And the third reason, of And guess what? By about the week their answer was to keep going.
course, is cost. It might look like a nice before Thanksgiving it was clear we’re
idea on the viewgraphs, but when you starting to slip. JPL did their own review How do you apply those lessons to
get into the fundamental engineering over the week of Thanksgiving. So we other NASA science missions?
and the complications and the cost, had a decision in early December that I’ve already applied those lessons. I
that’s probably why Charlie Pellerin de- we’re not going to make the launch. inherited an outer planets program that
cided a long time ago not to make We’re not going to spend extra money was going to launch to Europe in 2016
spacecraft serviceable. trying to make a launch. Because the and cost $2 billion. When I walked in
worst possible thing would be to keep this door, that was the plan. And I said,
So where does the Hubble experience working towards launch (that launch date who on Earth thinks that an outer plan-
fit in the designs of new spacecraft? would have cost literally $100 million in ets mission with RTGs can go into the
There are some people who said, that fiscal year). The worst scenario worst radiation environment in the solar
oh, we’re going to lose all of this capa- would be to blow another $100 million, system for $2 billion? That’s half as
bility. Well, I watch TV and NASA Se- get to August or September and stop— much as Cassini.
lect. I see astronauts in spacesuits servic- we’re not going to make it—then have to And sure enough, when we did in-
ing all the time—putting on solar arrays, slip two years. So we made the decision dependent reviews, the answer came
rewiring things. There is a lot of servic- not to spend one extra penny, and to ba- back [that] it’s more like three or four bil-
ing going on beyond Hubble; we have sically back off two years. lion, if you do it right. That’s when I said
EVAs on the space station all the time. I Of course, that means it’s going to we can’t do it in 2016. I will not start
would think that would grow in the fu- cost $400 million-$500 million because programs on unrealistic budgets. I’m not
ture, as we get more astronauts up of the launch slip. So if there’s any good God and [can’t] just say I think Europa
there. And of course tools, the experi- news at all, it is that it will not cost that should cost $2 billion. If you want to do
ence of making tools. Guys, we’ve got a plus another extra $100 million. And so the science that the national academy
multibillion-dollar investment up there—I that’s how we got to that decision. Now says we should do, then damn it, you
think there are things to do. we’re in a mode for 2011 and still have should find out what it really costs and
weekly or biweekly milestones that we’re not start until you are ready.
What’s the status of your Mars pro- monitoring. Theoretically we should not
gram and the Mars Science Lab? have to do that, because we have plenty So the Mars problems have raised
That program has been delayed. of reserves, right? your budget skepticism?
While it’s not good news, it shows that My budget skepticism has always
there is management at headquarters— What technical problems put you in been there. Around here my most fa-
despite what some people think. Back in that position? mous quote is, when I get a pre-Phase-A
the late summer [of 2008] I had been Too many technologies all having to cost, “I multiply by pi!” That basic hu-
here for only three or four months. We fit together. The optimistic assumptions man desire to be optimistic has perme-
got the cost overrun on Mars. They said that contractors could build things and ated all of these pre-Phase-A costs. I’m
okay, we still think we can make 2009 make them work the first time at cryo- not really criticizing people, but people
[launch], but genic tempera- tend to be human—and optimistic. I’m
we’ll know for tures, Mars tem- not telling NASA we should do missions
sure by Janu- “Hope is not a management tool.” peratures. Too for what a bunch of optimists say, when
ary. I asked many things all they are is a bunch of PowerPoint
the question, at what point will you coming together. What I see is a pro- viewgraphs. Anybody who believes pre-
reach a time where you’ll not be able to gram that started out and had a budget Phase-A costs, I have a bridge I’d like to
stay within your budget for that fiscal that was based on a lot of hope. Hope is sell them in Alaska.
year? Because trying to get budgets to not a management tool. Or a budgeting
change in the fiscal year you’re in cre- tool, either. What is your planned schedule for a
ates havoc in budget land. The bottom line is you have a Mars sample return mission?
So January was the drop-dead date. $2-billion mission, you’ve already spent Mars sample return was another ex-
JPL wanted to have a major review. We 70% of that money. How do you cancel ample of lessons learned. Originally, it
here in SMD said that’s a nice plan, but it? Or should it be canceled? That’s a was going to be done in 2018-2020 in

14 AEROSPACE AMERICA/SEPTEMBER 2009

 "Anybody who believes pre-Phase-A costs,
We’re going to have to do that together.
I have a bridge I’d like to sell them in Alaska.” Maybe we ought to back off for the
present, and maybe we ought to archi-
the budget I walked in on. I said gee, anymore. We once had a Mars program tect a program to do that mission to-
that’s interesting, and for $3 billion. that was dedicated to do a launch every gether. Not 50-50, because somebody
Again, I had some independent reviews two years. has to be in charge of every mission.
done. Turns out more like $6 billion-$8 We and ESA reached a joint conclu- Why not look at programs that are 60-
billion; which I think is low. I recognized sion: We each want to do the same sci- 40, or 40-60, because you can take our
that a confluence of a bunch of things ence. I mean, it’s not a surprise, since two inadequate budgets and put them to-
happened. I was having my annual bilat- western Europe is not that different from gether, and you’d have a fairly adequate
eral meeting with my ESA counterpart. America. And neither of us has the budget and a responsible program.
We were meeting in Annapolis. This was budget to do all of the stuff we want, and So we set off on that course, a hand-
just as the MSL overrun was hitting last neither of us has the budget to do a Mars shake basically. No MOU or statement.
summer. sample return on our own. Why don’t That was in early 2009, and the culmina-
That’s when I found out that MSL we get our scientists together, even if tion of where we are is that [in mid-2009]
was really $6 billion-$8 billion, which you have to force them, and say maybe in Plymouth, England, for our bilateral
was not a surprise. And I’m looking at it’s time to understand that our expecta- meeting, one of the major topics is, do
the budgets remaining in the Mars pro- tions on both sides of the Atlantic have we have program that we can put to-
gram, which were cut to help pay for gotten so big that no mission is less than gether for a 2016-2018-2020 Mars
other programs. It dawned on me that a billion dollars anymore? And the holy sample return? And I don’t know where
we really don’t have a Mars program grail of Mars is a sample return mission. we will be at the end of that meeting.

AEROSPACE AMERICA/SEPTEMBER 2009 15

Jetliners wait for hard times
BY ANY MARKET HEALTH INDICATOR, JETLINER with acknowledging that we are in the adjustment, with much lower levels of
production is long overdue for a signifi- worst economic situation since the jet growth for the next five years or longer.
cant fall. Looking at the broader econ- age began. There is no disguising the Several prominent economists and com-
omy, and at airline traffic, airline profits, magnitude of the world economic down- mentators have stated the risk of this de-
and the prices and availability of used turn. Until April, the International Mone- velopment at about 20%. But nobody
planes, this is a market that simply does tary Fund had tentatively forecast that believes that a depression of this magni-
not need new aircraft. In fact, capacity the world economy would grow at a tude is a baseline scenario. Rather, what
reductions among most major airlines in- 0.5% pace this year. But that has since we are dealing with is an unusually diffi-
dicate a need for accelerated retire- been revised, with expectations now of a cult cyclical downturn.
ments, not a continuation of record-level 1.4% shrinkage. This means that 2009 On the positive side, it is possible the
jet production. will be the first year without world eco- economy is better than it appears to be,
Yet both Airbus and Boeing continue nomic growth since WW II. and that we will enjoy a faster than ex-
to insist that demand justifies these high One thing that is becoming clear is pected recovery. The last two recessions
rates. The likely reason for this insis- that the cause of this downturn—a devas- were relatively brief—both the 1992 and
tence involves broader economic uncer- tating near-collapse of credit markets and 2001 downturns lasted a mere eight
tainty. It is easy to find possible signs of a financial liquidity—was a discrete event. months each. But the difference this
recovery, even as all meaningful indica- Similar shocks may lie ahead, but the cri- time goes beyond the mere severity of
tors stay bad. It is also easy for manufac- sis that led the world’s economy to its the numbers. The previous two were
turers to take solace in record backlogs current condition ended sometime in the classic business cycle downturns, with
despite their lack of firmness. first quarter of this year. But the timing of consumer and corporate demand placed
a recovery, let alone a return to eco- on hold and inventories built down. This
Signs of hope (or not) nomic growth, remains quite uncertain. time, in addition to a massive inventory
Any discussion of air travel demand, and It is quite possible that the world build-down (evidenced by record air
therefore jetliner demand, must start faces a prolonged period of structural re- cargo shipment reductions), we also
have a serious process of de-leveraging.
The amount of money available for in-
vestment has been severely curtailed.
Government stimulus programs, in the
U.S. and other countries, are nowhere
near enough to compensate for the fall-
off in private-sector investment cash.
As a result, this downturn has al-
ready become the longest since the
Great Depression of the 1930s. So far
(starting in early 2008 and through the
first quarter of 2009), the net worth of
U.S. citizens has fallen by over $12 tril-
lion, almost 20%.

False starts likely

One characteristic of this business cycle
will likely be high volatility and numerous
“false start” recoveries. Stock markets,
especially in the U.S., have made con-
siderable gains since the precipitous
drops of late 2008 and early 2009. Also
important, corporate profits have made
a slight recovery. However, the compo-
sition of these profits tells a different
Image courtesy www.AviationExplorer.com story. The only increase in profits has

16 AEROSPACE AMERICA/SEPTEMBER 2009

come from a recovery in the financial high price is market volatility, whose 15-20% in passenger traffic volume,
sector. Some of that increase is related severity has helped to inhibit effective and well over 20% in value (the greater
to the arrival of government funds, such price hedging. value drop is attributable to ticket dis-
as the Troubled Asset Relief Program, or Assuming a baseline scenario of a counting, another unpleasant develop-
TARP. Some of the recovery is also likely longer-than-usual three-year recession ment). Typically, economy class travel is
due to the sector’s recovery from a wave that began in late 2007 or early 2008, more sensitive to a financial downturn,
of bankruptcies in the previous quarter. we can expect world economic growth and premium numbers hold up better.
By contrast, the manufacturing sec- to remain negative or weak through the Because premium traffic is the source of
tor, what some term the “Main Street” rest of 2009, and much of 2010. This most airline profit, this aberration from
economy, is still under heavy pressure, means travel demand will remain ane- the norm is having a terrible impact on
and manufacturing profits are still falling. mic, with no hope for this year and only the industry.
Slack demand is still translating into sluggish growth in 2010. It is also noteworthy that this down-
lower sales. Unemployment is still rising, turn, unlike the last one, offers no identi-
pushing 10% in the U.S. There is talk of Unpleasant numbers fiable safe havens. Even the fast-growth
another stimulus package, but in many Airline losses can best be described as Mideast carriers have seen some recent
sectors there is still overcapacity, and it grievous. In 2008 the industry lost market softness, with unprecedented
is difficult to identify any particular
growth drivers in sight.
Government intervention is also COMMERCIAL JETLINERS HISTORY AND FORECAST
prompting growth elsewhere, with un-
certain sustainability. In July, China said Units delivered Market value in ‘09 $billions
that its economy grew by 7.9% in the 1,400
second quarter of this year. But much of $80
1,200
this was due to a $585-billion stimulus
spending package. 1,000
Another reason to suspect that talk 60
of a recovery might be premature con- 800
cerns inventory build-downs. The Inter-
national Air Transport Association (IATA) 600 40
reports that year-over-year air cargo de-
mand, as measured in freight ton kilo- 400
meters, fell by over 20% starting in each 20
200
month from December through April. In
May, it declined a mere 17%. Also in
0 0
May, orders for durable goods rose 1.8% 1999 192001 1 92003 2 2005 20 2007 2009 04 2011 202013 6 2015 20 2017
from the previous month, a welcome af-
firmation of slightly greater demand. Units Value
However, it is important to note that af-
ter an unprecedented destocking of in-
ventories, there had to be at least a small $10.4 billion, and it is on course to lose traffic numbers, with a 2.8% decline last
recovery after warehouses were com- about the same amount this year. Al- September. Russia, India, and China are
pletely emptied. It is quite possible that though some of these losses are due to no longer beacons of hope. And this
the only good news story here involves a bankruptcies and other isolated prob- time, low-cost carriers are not serving as
slight easing of credit, helping to facili- lems, it is also quite clear that almost no- new traffic stimulants, as they did in
tate orders for goods. body is making money in this business. 2001-2003.
Another problem that will likely hob- Although passenger travel demand With a market environment like this,
ble the recovery is stagflation—slack de- has not fallen as fast as the awful cargo the only way airlines have been able to
mand coupled with high costs for com- numbers, it has been hit hard. For the avoid a financial catastrophe is by merci-
modities and other key goods. The best past five months of this year, demand lessly cutting capacity. Through May,
example of this is oil, whose price has has declined about 7.7% year over year. IATA member airline capacity had been
been growing at rates completely discon- There are no signs of improvement— reduced 3.9% relative to the same period
nected from world economic numbers. May demand fell 9.3% year over year. last year. These cuts have not been deep
The price of oil, of course, is the most The type of traffic that has fallen off enough to avoid the terrible losses cited
important variable cost for the airline in- is also quite disconcerting. Business and above, so clearly additional capacity must
dustry. And compounding its relatively premium travel numbers are off by about be eliminated.

AEROSPACE AMERICA/SEPTEMBER 2009 17

 Asset values and lease rates are
HISTORICAL JETLINER ORDERS AND DELIVERIES
falling, particularly for slightly older
equipment. And, of course, orders have
Number of aircraft
completely collapsed. In 2005-2008, 2,800
Airbus and Boeing together booked a to-
tal of 8,099 firm orders. As of halfway 2,400
through this year, Boeing had scored a
2,000
single order, net of cancellations. Air-
bus’s total was 68.
1,600
In short, there is not a single industry
indicator that can be viewed as positive. 1,200
If there are indeed “green shoots” in the
broader economy, they have not trans- 800
lated into air travel demand. Jetliners are
the ultimate lagging indicator of world 400
economic health.
With capacity shrinking and the air- 0
1968 1971 1974 1977 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2009f
line industry losing money, and with lim-
ited prospects of resurgent economic Deliveries Net Orders
growth producing air travel demand any- All Airbus and Boeing aircraft
time soon, all hopes for sustaining deliv-
eries lie with getting rid of the existing
fleet. Last year, over 1,100 jets were 2,400 parked jets. This includes 837 rel- those older jets. Thus, ironically, govern-
parked. As of mid-June, there were over atively new and competitive models, up ment money will be used in ways that
from 266 just 18 months ago. Yet the hurt some of the financial institutions
industry will soon run out of obsolete jets that have needed government money for
to retire. Indeed, many airlines are start- bailouts.
ing to park some relatively new equip- Bizarrely, many executives and com-
ment, such as 737 classics or 15-year- mentators have blamed inadequate fi-
old A320s. This too is contributing to nancing for the industry’s woes, implying
declining asset values and lease rates. that they would be bringing on new
It is possible, however, that this pro- planes despite the awful market environ-
cess of driving out used planes with new ment. Yet even with this financial distor-
models will stay intact for artificial rea- tion, much of the airline industry is talk-
sons. U.S. and European governments, ing of order deferrals, even when there
through their export credit agencies is a financial penalty for not taking deliv-
(ECAs), are increasing their support for ery of a jet.
jetliner finance to an unprecedented ex- Yet deliveries continue at a record
tent, providing funding when airlines, pace. Because of the 2008 Boeing jet
private banks, lessors, and manufactur- strike, deliveries this year will increase
ers balk. ECAs on both sides of the At- relative to 2008 even if rates stay the
lantic have announced they are prepared same. While production schedules have
to double the support they provided in undergone a few minor adjustments,
2008. As long as U.S. and European they primarily affect 2010 deliveries.
government credit ratings stay intact, it Therefore, output this year will easily ex-
is quite possible that government money ceed 900 jets for the two primes.
will become the cash source for as much To a certain extent, Airbus and Boe-
as half of the transactions in the busi- ing are actually being rational by main-
ness. This would broadly mirror the taining high production rates. Inadequate
“cash-for-clunkers” subsidies provided to supply chain capacity can suppress jet
the automobile industry—except in this production in good times, and if the two
case, many of the aircraft being replaced companies think the world economy will
are far from clunkers. make a strong return to growth in 2010,
In short, it is quite possible the gov- it makes sense to stay the course. They
ernment money will contribute to indus- do not want suppliers to cut capacity.
try overcapacity and the premature ob- Nonetheless, at the Paris Air Show
solescence of existing equipment. This in July, many suppliers were quite wary,
will hurt the leasing companies that own and several implied that they were ex-

18 AEROSPACE AMERICA/SEPTEMBER 2009

pecting significant production cuts start- But in practical terms, this means lit- will be the peak of the market. Some-
ing in 2010. They too are quite rational. tle. The backlog, like the market, tends time later this year, the manufacturers
If they see little hope of that fast recov- to behave as a surprisingly cohesive en- will announce production rate drops in
ery, then there is much to be lost from tity. At the last market peak (January 2010. Our forecast calls for narrowbody
having inventory, workforce, and a plant 2001) there were 3,200 jets on backlog; production rates to fall by about 30%,
that is suddenly idle. at the bottom of the last market trough with a trough year in 2012. The twin
(January 2003) there were 2,700. That aisle products, however, will likely stay
No help from the backlog modest reduction was more than ac- intact, because international traffic will
One certainty is that sustaining produc- counted for by deliveries. Only 80 can- probably recover faster than domestic
tion rates depends on an economic re- cellations were recorded in 2002/2003, markets. Twin aisle numbers will also be
covery and greater travel demand, and so the core backlog remained intact. boosted by the technological stimulant of
has no relation to the much-touted back- Still, production rates fell by 30%. new product developments, particularly
log of unfilled orders. The two big primes Airlines deferred en masse, and the back- Boeing’s 787 and Airbus’s A350 XWB.
alone have over 7,000 jets—seven years log did nothing to protect the industry Of course, paying for these new jets,
of production at current rates—on firm from the recession’s impact. It is a sim- and the associated engines and other
order. Airbus CEO Tom Enders said at ple and timeless equation: When airlines components, is also a drain on Airbus,
the Paris Air Show that even if 1,000 jet make money, they order planes. If air- Boeing, and supplier resources. The
orders were canceled, Airbus would still lines keep making money, they take de- need to keep revenue high to fund these
have years of production at current livery of those planes. products is arguably the biggest single
rates. Both manufacturers have spoken Assuming, therefore, that this back- factor that could keep jetliner production
of overbooked backlogs, at least in the log has no bearing on keeping produc- rates at higher levels than market de-
near term, implying that they could eas- tion rates up in an economic downturn, mand justifies. Richard Aboulafia
ily compensate for demand softness and also assuming that there is no recov- Teal Group
among some customers. ery imminent, it is a safe bet that 2009 [email protected]

AEROSPACE AMERICA/SEPTEMBER 2009 19

JSF sensors: Dominant and delayed

IN THE DETECTION AND PRECISION STRIKE much less optimistic ramp-up of JSF missile warning in the lower hemisphere.
wars of today and likely tomorrow, West- production rates than the DOD and EOTS shares more than 50% identical
ern European and U.S. air forces no Lockheed Martin are planning. But this hardware with Lockheed Martin’s Sniper
longer rely on large numbers of plat- article’s title says “dominant and de- pod (the second most valuable EO pro-
forms or weight of bombs. Few reason- layed,” not “dominant or delayed,” be- gram in our forecast); most of the re-
able people consider peer competitor cause although I believe production will mainder involve different software and
dogfights or large-scale fighter-to-fighter be delayed, funding will not be, and JSF repackaged Sniper submodules to be
shoot-outs a possibility (although all air sensors will dominate the fighter elec- carried in the JSF nose.
forces still train for them). tronics market for decades to come. In June 2007, EOTS made its first
Instead, the tooth-to-tail ratio has test flight, aboard a specially configured
shrunk: Dozens of support aircraft—air- Electrooptics Sabreliner aircraft. Testing continued
borne early warning (AWACS/E-2C), The JSF EO suite is a fully integrated through 2007, followed by Phase II
SIGINT (RC-135/EP-3), electronic war- system comprising a distributed aperture aboard the Cooperative Avionics Test
fare (EA-6B), tankers—precede and fol- missile warning/situational awareness/ Bed (CATB) aircraft in 2008, and Phase
low just a few precision bomb carriers (F- IRST (infrared search and track) suite— III aboard a JSF. Ten EOTS systems
15, F-16, F/A-18). The next generation Northrop Grumman’s distributed aper- were being built for SDD (system devel-
is already in development or production ture system (DAS)—and a targeting FLIR opment and demonstration).
—SIGINT (ACS/EP-X), AEW (MESA/E- (forward-looking infrared)—Lockheed In January Lockheed Martin com-
2D), EW (EA-18G), tankers—but only Martin’s electrooptical targeting system pleted the first JSF with a complete mis-
Lockheed Martin’s F-35 Joint Strike (EOTS). My forecast of the total fighter sion system, including DAS/EOTS, the
Fighter is planned as nearly everyone’s aircraft EO market shows how dominant AN/APG-81 radar, and some EW com-
next-generation “tooth” aircraft. Most of this program will be when in full-rate ponents. It carries Block 0.5 mission sys-
the support aircraft procurements will be production, worth more than $1 billion tems software, which incorporates more
for a few dozen aircraft each, but JSF is annually by later next decade. than half of the combat-ready Block 3
expected to sell in the thousands. software (the final block in SDD).
Why JSF? It is the world’s only true
next-generation fighter, with a fully inte-
grated sensor suite and stealth. The Euro-
fighter/Rafale/Gripen/F-22 programs
were all begun during the 1980s. The
JSF’s integrated radar/electrooptical/
EW sensor suite will allow undreamed of
coordination of multispectral RF/EO de-
tection and targeting, sharing antennas
and C4I. Stealth will provide a huge ad- EW suite testing is taking place aboard the
CATBird test aircraft.
vantage for strike missions; for the first
time, the fewer bomb-carriers may not
need as many support aircraft. Northrop Grum-
Although not faster or better in tradi- man’s DAS has six
tional fighter terms, the JSF’s incredibly sensors providingin
sophisticated integrated electronics and all-around coverage
sensors will guarantee lifetime mission for full situational awareness.
superiority and constant upgrades—per- Supplementing DAS is EOTS, with a
haps for 50 years or more. single aperture between the radome and
First we will consider the JSF’s three front wheel well. The sensor aperture
primary sensors, for electrooptics, radar, window blends into the airframe, allow-
and electronic warfare, followed by a dis- ing full-time operation.
cussion of why many believe the JSF Used for ground surveillance and tar- The JSF EOTS, here on a mockup of the F-35,
story as advertised is all a bit too good to geting, EOTS also extends the range of has a single aperture between the radome and
be true. My forecasts are based on a the DAS for situational awareness and front wheel well.

20 AEROSPACE AMERICA/SEPTEMBER 2009

 Avionics/radar/electronic warfare
Northrop Grumman’s MIRFS (multifunc-
tion integrated RF system) is the inte-
grated avionics system being developed
for the JSF. The most important and ex-
pensive sensor in MIRFS is the AN/
APG-81 MFA (multifunction nose array),
which includes an active electronically
scanned array (AESA) that will function
as the antenna for the JSF radar, as well
as for communications and electronic
support measures (ESM) systems.
The MFA will be more than just a
radar. Its AESA will generate multiple se-
quential beams to provide the pilot with
near-simultaneous air-to-ground and air-
to-air radar modes, high-gain ESM, and
wideband data links. Air-to-ground
modes will include synthetic aperture The AN/APG-81 JSF radar is mounted on Northrop Grumman’s BAC 1-11 testbed aircraft,
radar (SAR) imaging, ground moving tar- with radome removed, prior to successful first flight test.
get indication, and ground mapping.
The X-band MFA will also interact with in-band ESM on emitters in the forward- F-22 and F-35 EW systems. The site will
other frequency band antennas in aper- quadrant area covered by the AESA an- support more than 1,400 of the 3,500
tures around the aircraft. The MFA is tenna. Jamming may be transmitted BAE employees who work in New
predicted to save at least 30% in cost through the AESA. Hampshire, and about 60 suppliers from
and 50% in weight compared with using A single aperture was considered for that state will provide products and serv-
individual antennas. Designed from the most electronic operations on the JSF, ices to support the programs.
start for air-to-ground missions, and but instead the aircraft will have a system In June 2008, then-Brig. Gen.
given its lesser power, the APG-81 will similar to the F-22’s 156 antenna ele- Charles Davis, USAF F-35 executive
have a shorter range but greater capabil- ments in four low-observable apertures. program officer, discussed possibilities
ities than the F-22’s AN/APG-77. The EW suite will be highly digitized, em- for the JSF as an EW jamming aircraft,
Over the next 10 years, the MIRFS/ phasizing field programmable gate ar- possibly even as an EA-35. It has long
MFA will earn almost half of all fighter rays and an integrated core processor. been considered that the JSF’s radar
radar funding available to U.S. firms. By The earlier F-22 system is built around with its AESA antenna would be capable
the middle of the next decade, it will an application-specific integrated circuit of jamming, but now the addition of a
dominate fighter radars to the same de- design, and has more analog systems. jamming pod similar to those on the
gree as the EO suite, with nearly $1.5 The JSF EW system will equal the capa- Navy’s EA-6B Prowler and EA-18G
billion a year in procurement funding bilities of the F-22’s, but at half the cost Growler is under consideration, largely
alone, comprising well over half the total and weight. because of the Air Force’s failure to
fighter radar market. In December 2007, BAE Systems complete an electronic countermeasures
The JSF EW suite is being designed opened a new 30,000-ft2 facility in aircraft development program.
by BAE Systems and Northrop Grum- South Nashua, N.H., for production of The service currently “borrows”
man. It will integrate with the stealthy Prowlers to see its aircraft through com-
JSF design and concentrate on passive bat zones. Perhaps still prepared to rely
avoidance rather than jamming (al- The F-22 entered full-rate production several on the Navy, Davis stated, “the Next
though now it will also be able to jam). years after reaching the testing stage the F-35 Generation Jamming pod [a Navy pro-
is in now. Photo by Scott Wolfe.
Sensors will be low observable, including gram] has often been mentioned as a
a passive ESM/MWS (electronic support candidate system for the [USAF] F-35.”
measures/missile warning system) devel- In February Lockheed Martin an-
oped by Northrop Grumman (as Litton nounced that Top Secret tests of the JSF
Amecom, which Northrop Grumman EW suite would take place aboard the
purchased), within-wing-mounted anten- CATBird test aircraft beginning in March
nas, and many systems based on BAE 2009 (all people aboard the CATBird re-
Systems’ stealthy AN/ALR-94 and F-22 quiring top-secret clearance). Ground
EW suite. The JSF’s radar will provide tests are already under way.

AEROSPACE AMERICA/SEPTEMBER 2009 21

 The EW contract includes options up per year planned for full-rate production Joint Strike Fighter: Accelerating Procure-
to $7 billion. The aircraft’s EW will com- is still just a fraction of the U.S. defense ment before Completing Development In-
prise an important share of the overall budget (albeit the largest fraction ever al- creases the Government’s Financial Risk.
fighter and airborne EW market, but will lotted to one program), and could still be Without being excessively antagonistic,
be less dominant than EO and radar, as increased if unit costs do not drop as the GAO highly doubts DOD plans will
most EW will still be conducted by sup- quickly as hoped. Perhaps more impor- come off on schedule.
port aircraft rather than the shooter JSF. tant is the question of whether Lockheed Let’s look at it another way. Let’s as-
Martin can tool up to 200 aircraft a year sume the many test aircraft planned find
Cost increase = production decrease? in just six years, even though the JSF is no major flaws that require redesign, nor
The U.S. budget for the first LRIP (low- still not complete today and has barely do all those flying desks. Let’s assume
rate initial production) batch of F-35s begun flight tests. the JSF is just perfect as is. The sched-
provides more than $200 million per In September 2008, Tom Burbage ule has already slipped 30 months (initial
copy ($1.7 billion for eight aircraft in (Lockheed Martin F-35 general man- operational test and evaluation delayed
FY09). Early full-rate production lots will ager) and Maj. Gen. Charles Davis 12 months), with serious engine, flight
cost well over $100 million per aircraft. (USAF F-35 PEO) proudly proclaimed control, electrical, and avionics prob-
Lockheed Martin and the U.S. hope unit that 9 million software lines of code were lems; there are three different JSF ver-
costs in later production will eventually complete. Unfortunately, the JSF will sions; and fewer than 100 sorties of a
drop to $60 million, but this looks in- eventually need 19 million. To provide a 5,000-mission flight test program had
creasingly unlikely, even if production little historical comparison, the F-22 had been flown by March of this year.
numbers stay extremely high (planned to only 4 million. But let’s also assume that for the first
reach an amazing 215-230 aircraft per In 1997 the first F-22 EMD aircraft time in modern history, all the problems
year as soon as 2015, only six years flew. The F-22 finally entered full-rate have already been fixed and that flying
down the road from eight aircraft). production almost 10 years later despite the 19 planned developmental test air-
Planned complete-program unit costs relatively massive funding, which in- craft and 20 planned production-config-
were already up 38-54% (depending on creased planned program unit cost from ured operational test aircraft will be a
how you run the numbers) from 2001 to $184 million in 2001 to $355 million by picnic. Of course, one wonders why
2008, and who honestly expects there 2008. It is currently flying off the produc- there are over 40 planned test aircraft
will be no further increases in the next tion line at a rate of about 20 per year— (not built yet) if Lockheed does not antic-
seven years? Or 14? The JSF is an ex- at a lesser unit cost today than planned ipate a few problems, but let’s ignore
tremely sophisticated aircraft, built with for early JSF production. This is a huge that. The FY09 budget planned funding
cutting-edge technology and materials. problem approaching, no matter how for 118 aircraft in FY12, and we do not
For example, Lockheed Martin was much money the Air Force throws at want to build 118 aircraft with any prob-
working with Australia in June to extrude JSF. The first JSF SDD aircraft flew in lems. We have to get moving. So, let’s
titanium powder into metal wire, to even- December 2006, and if this much more assume there simply are no problems in
tually reduce the amount of titanium lost complex aircraft than the F-22 has even the next three years that would result in
in machining down to parts such as wing a fraction of the unforeseen problems the a delay in this incredibly optimistic ramp-
frames. But no matter how much tita- F-22 had, there will be further delays. up to 118 aircraft.
nium you save, it is still titanium and will Remarkably, DOD plans show 100% There is still a problem. A major
still be more expensive than fourth-gen- of JSF flight testing will not be complete one. The JSF is the most globalized air-
eration fighter materials. By comparison, until 2014, when 506 copies may al- craft ever built, with hundreds of suppli-
the F-16 is like a Corvette Stingray, still a ready have been procured (if not actually ers in many countries. How will every
pretty hot ride but based on 1970s tech- produced). How is this possible? The one of these suppliers ramp up at the ex-
nology and material—and costs. The JSF DOD’s revised test plan relies on “state- treme rate of eight aircraft today (FY09),
spares nothing, and even the Air Force of-the-art simulation labs,” a flying test 32 in FY10, 47 in FY11, 118 in FY12,
admits much of the cost increase already bed, and “desk studies” to verify nearly and 230 in FY15? Will none of them ex-
has been due to an extensive use of new 83% of JSF capabilities. Only 17% are perience internal or external problems
materials. to be verified through flight testing. that slow a greater than 100% per year
But let’s agree that the funding issue “Desk studies?” growth rate (150% for FY12)? Will none
is one that can be solved with, well, These issues and many others are of them question building the infrastruc-
more funding. The $10 billion or more addressed in the GAO’s March report, ture ahead of time to support this in-

PRODUCTION FORECAST (JSF Electronic Suite)

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Total
USAF + Intl. (F-35A) — 8 8 12 24 40 50 56 68 86 352
USMC + Intl. (F-35B) 1 6 6 8 18 24 36 42 44 42 227
USN (F-35C) 5 — — — — — 2 2 4 2 15
Total 6 14 14 20 42 64 88 100 116 130 594

22 AEROSPACE AMERICA/SEPTEMBER 2009

 RDT&E+PROCUREMENT AVAILABLE TO THE U.S. budget numbers may not change much
as production ramp-up is delayed, but
FY09 $ millions EO, radar, and EW values will decrease.
$2,000
If you are involved with avionics testing,
for at least the next five years expect to
earn more than those who are subcon-
1,500 tracting hardware or components that
go into production systems.
Then again, electronics suppliers will
1,000 still benefit from the cost increases. As
the JSF spending spree continues, and
costs are just not coming down, I am re-
vising my unit cost estimates for all JSF
500
systems. Until some semblance of com-
petition or attention to cost is enforced
(which may not be possible), I see JSF
0 system prices at least 50% higher (more
FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16 FY17 FY18
in the first few years) than comparable
IFTSaircraftLANTIRNaircraftLiteningaircraftATFLIRaircraftIRSTaircraftSniper+aircraftJSF EO systems on “competitive” aircraft. Why
should a radar warning receiver on a
CAGR: 3.4% (FY09-14), 4.8% (FY09-18). NOTE: Does not include F-22 EO funding. $150 million-$250 million JSF—highly
integrated and nearly impossible to
“swap out”—cost the same as a compet-
credible growth, without impossible bers go down. This has happened on just itively marketed one bought for an F-16?
guarantees from Lockheed Martin, fol- about every major program funded in the It won’t, so those lower unit production
lowing the two previous disastrously de- past two decades. The only difference is, numbers will still earn more money for
layed and reduced stealth programs (B-2 before the soon-to-be-realized inexcus- electronics producers than if the JSF
and F-22)? Will none of them become able irresponsibility of “concurrence” of were really a $40-million aircraft as orig-
even a minor bottleneck that prevents a testing and production, these other air- inally envisioned. JSF increasingly looks
100% per year growth rate off the JSF craft programs became seriously delayed to be an aircraft without comparison, at
production line? RDT&E programs. JSF may be the first least regarding what the U.S. is willing to
Maj. Gen. Davis stated in November seriously delayed procurement program, spend on it, and pre-testing production
2008, “What worries me is…how to get but only because it is really still in devel- will also guarantee the U.S. has a park-
the supply chain around the world up opment and testing. What today is being ing lot full of JSFs in need of immediate
and running, and how to get to rate at advertised as a brilliant way to reduce (and expensive) upgrade funding.
the right price.” International second- costs by upping production early will
source suppliers are being brought on, soon be seen as just a clever way to pre- ✈✈✈
but there are already initial problems vent Congress from cutting production— Finally, my production forecasts still as-
with second-sourced parts, according to because it has already occurred! sume no major or even moderate prob-
Davis. He stated, however, that these These delays may not seriously im- lems with either funding or testing. I have
problems are normal for a development pact Lockheed Martin as aircraft prime— simply included minor schedule delays.
program. And indeed they are, just as Lockheed will simply earn more per JSF This is already extremely optimistic in my
continued delays are normal (although aircraft and more for extended testing, view. If a major problem crops up (as al-
JSF is no longer technically a develop- just as it did for F-22 and is already doing most always happens for today’s increas-
ment program, as production has al- for JSF. As long as the U.S. never at- ingly sophisticated new programs), or
ready been funded). tacks a near-peer (remember that JSF is funding is reduced, expect a longer delay
Problems and delays are what will primarily intended as a ground attack air- before production exceeds 10 or 20 test
likely happen, and this is what we fore- craft), we still do not need those aircraft aircraft per year. Let me repeat that I sus-
cast. Sustained production rate growth just yet, and industry will continue to pect the production numbers in my fore-
of 100-150% per year before testing is make a similar amount of money. cast will fall even lower, though overall
even complete will simply not happen. However, this likely future would def- funding may remain at budgeted levels,
initely cut the numbers and revenue for and production numbers on paper may
Electronics system production electronics systems suppliers. Since my take some time to align with reality. But I
On the other hand, since budget funding forecasts are for electronics systems, I will not speculate an even lower ramp-up
is allocated well before aircraft reach the am breaking with government aircraft rate until more problems do occur.
production line, if delays occur and unit schedules and reducing expected elec- David L. Rockwell
costs stay up, the most likely result will be tronics systems production rates for my Teal Group
that production is stretched out and num- production forecasts. Aircraft top-line [email protected]
AEROSPACE AMERICA/SEPTEMBER 2009 23
The combination of
alternative fuels,
even more efficient
engines, and airframe
changes both minor
and dramatic should
result in greater fuel
efficiency, a plus for
both the military and
the world it is sworn
to protect.

by Mark J. Lewis
Willis Young Professor of A KC-135R refuels an F-22 with a new synthetic fuel. The test was done as part of the secretary of
the Air Force’s initiative to certify the entire fleet on synthetic fuel, an effort to lessen dependence
Aerospace Engineering,
on foreign oil. (Photo by Master Sgt. Rick Sforza.)
University of Maryland

24 AEROSPACE AMERICA/SEPTEMBER 2009 Copyright© 2009 by the American Institute of Aeronautics and Astronautics.
I
n May 2008, the USAF flew its 1 mil- have a greater impact than other sources of
lionth sortie since September 11, 2001, combustion byproducts. Because aircraft de-
just one of approximately 300 military liver greenhouse gases directly into the atmo-
flights per day in Iraq, Afghanistan, and sphere where they do the most harm, emis-
the surrounding areas. With so many sions such as carbon dioxide and nitrous oxide
flights, it is no surprise that the Air Force compounds may have a relatively greater en-
consumes more than 2.5 billion gallons of fuel vironmental impact than those from ground-
each year. In 2008, that translated directly based fossil fuels.
into expenditures of nearly $7 billion, slightly Thus, even though aviation accounts for
more than half the total fuel bill of the entire just 8% of the total use of refined oil, and only
U.S. government. 3% of greenhouse gas emissions, the overall
To put that into perspective, $7 billion climate effect from aviation greenhouse gases
represents about half of Canada’s entire mili- is about 13% of the total from fossil fuels. The
tary expenditure; it is roughly three times race is on to burn less fuel, or to use fuels that
what the USAF spent internally on science have a smaller environmental impact.
and technology work in the Air Force Re-
search Laboratory (AFRL); and it is equivalent ENGINEERING TO CONSUME LESS
to the flyaway cost of 51 new F-22 fighters. In 2004, the Air Force Scientific Advisory
And every unexpected increase in the cost of Board, a group of about 50 scientists and en-
a barrel of oil can translate directly into signifi- gineers who advise the secretary of the Air
cant unplanned fuel costs; a $10/barrel rise in Force and the chief of staff, initiated a six-
oil prices means a $700 million cost increase month study on increasing fuel efficiency for On December 17, a C-17 Globemaster
over the entire Air Force fleet. military aviation. That analysis divided poten- III flew over New York City after
The direct cost of fuel is not the only is- tial technology solutions into four categories: completing the first transcontinental
flight on synthetic fuel.
sue; there is tremendous extra cost involved in fuels, engines, airframes, and behavior.
delivering that fuel to the warfighter. It has Alternate fuels with higher energy con-
been calculated that the average cost of fuel tent than conventional hydrocarbons translate
delivered to a convoy is $13/gal. Put that fuel directly into less fuel consumption. Such fuels
in a tanker and pump it into a fighter in flight, might include everything from hydrogen
and the so-called “fully burdened” cost sky- (clean burning but hard to handle) to various
rockets to an average of over $40/gal (some synthetic propellants produced from coal, nat-
estimates place it as high as $200/gal, de- ural gas, or biomass. Synthetics have the ad-
pending on the mission). As a result, in- ditional advantage of reducing dependence on
creased aviation fuel efficiency has become an foreign sources. It remains to be seen whether
S&T priority for the military. these fuels can be produced with processes
Aviation fuel consumption is not just an that, as a whole, do less environmental dam-
economic concern—there are significant envi- age than their fossil-derived counterparts.
ronmental costs. Aircraft release about 600 Improvements in propulsion systems—
million tons of CO2 each year, but those gases engines that can consume less fuel for a given

AEROSPACE AMERICA/SEPTEMBER 2009 25

 range—involve everything from making exist- beat existing jet fuels, not only for cost but
ing engines more energy efficient through also for both energy content and handling
servicing and cleaning to entirely new systems characteristics. Burning 1 kg of jet fuel re-
that maximize overall cycle efficiency. leases over 40 million joules, enough energy
The development of new aerodynamic to power 185 standard light bulbs for an hour.
configurations and aircraft structures that can That is about 90 times more energy per kilo-
improve overall performance also offers great gram than the best available batteries. And a
promise. Lighter weight structures and higher jet fuel such as JP-8 remains a liquid down to
lift shapes could yield dramatic increases in -47 C and has relatively high density, so it can
range for a given amount of fuel or reduce be stored in a relatively compact volume.
fuel requirements for a given range. In contrast, a fuel like hydrogen can be
Of course, the fourth option for using less very environmentally friendly—its combustion
fuel is, fly less. This can include expanded use product is water (though commercial hydro-
of simulation for training, or eliminating some gen is itself mostly derived from fossil fuels),
manned aircraft missions in favor of smaller, and it has three times the energy per kilogram
more efficient UAVs. Migrating training from of jet fuel. But it must be stored as a cold liq-
flight to simulator is happening across the uid, at temperatures below -253 C, and it
board in the DOD and has already taken hold leaks out of tanks very easily. Hydrogen’s den-
in the civil sector. Modifying pilot behavior, in- sity is also less than one tenth that of jet fuel,
cluding paying closer attention to steps that so a hydrogen-powered aircraft would require
can reduce fuel consumption, may also help. large fuel tanks, and thus a large structure. In
addition, some atmospheric scientists point
BREWING NEW FUEL out that water vapor is the most effective
The broad interest in alternative aviation fuels greenhouse gas, so releasing seemingly harm-
was expressed in a letter from representatives less water exhaust at airliner altitudes could
of the U.S. aviation industry, including the Air have noticeable climate impact.
Transport Association, the Aerospace Indus- The first alternate fuels to be adopted on
tries Association, and synthetic fuel organiza- a large scale will likely be those that will work
tions, to the Obama administration. Writing in in existing aircraft. On February 24, 2008, a
January 2009, they called for “an entirely Virgin Atlantic Boeing 747 flew from London
new fuel dynamic,” and promised the new to Amsterdam; one of its four engines was
president that aviation will be an “enthusiastic powered by a fuel blend that included a syn-
purchaser of environmentally friendly alterna- thetic manufactured from oils derived from co-
tive fuels when they become available.” conuts and seeds of babassu palm trees. A key
These groups have been involved with the to this flight was that no modifications to the
FAA to form the Commercial Aviation Alter- airliner or its General Electric engines were re-
native Fuels Initiative, which seeks to enhance quired, though the biofuel accounted for less
energy security and environmental sustainabil- than 10% of the total propellant load.
ity for aviation through alternative fuels. Heralded as a breakthrough by Virgin
More than 100 people at Edwards Not all alternate fuels are environmentally president Sir Richard Branson, the overall en-
AFB attend a ceremony with friendly, and even the friendly fuels may not vironmental benefit of such biofuels was im-
Secretary of the Air Force Michael
W. Wynne certifying F-T synthetic work well with existing aircraft. It is hard to mediately the subject of debate. As some en-
fuel blends for use in the B-52H. vironmentalists noted, dedicating the amount
of arable land required to grow enough co-
conut and babassu would cause its own envi-
ronmental hazards. However, the fact that
bio-derived fuels could be burned in an un-
modified gas turbine engine suggests that
other renewable sources of hydrocarbons
might offer environmental benefits. But it is
one thing to run an engine for a single flight
on a new fuel; operating that engine for years
with no damage may be a harder challenge.
The Air Force had entered the synthetic
fuel arena eight months earlier. Maj. Gen. Cur-
tis Bedke, then-commander of the USAF
Flight Test Center at Edwards AFB, piloted a
B-52 that burned a coal-derived synthetic fuel

26 AEROSPACE AMERICA/SEPTEMBER 2009

blend in two of its eight engines over the skies tails of the process. Proponents argue that if
of California. This was the first step in a sys- excess carbon is sequestered and returned to
tematic plan to certify the entire USAF fleet on the ground, the end result is a fuel environ-
synthetics, championed by then-Air Force Sec- mentally superior to oil-derived hydrocarbons.
retary Michael Wynne. The long-term goal be- In fact, the synthetic fuels produced by FT
gan with a plan to derive 50% of the Air have many environmental benefits, including
Force’s domestic fuel from sources other than minimal sulfur content, few aromatics, and a
traditional crude oil by 2016. The effort is higher combustion temperature—thus more
looking not only at the performance of syn- thermal efficiency and less sooty exhaust.
thetic fuels, but their effect on emissions and However, the jury is still out as to whether that
the long-term health of the engines. higher overall efficiency, and resulting smaller
This idea of powering the Air Force on fuel consumption, is counteracted by the
synthetics was certainly not new; a study by slightly higher production of ozone-destroying
the RAND Corporation in 1976 concluded nitrogen compounds associated with higher
that “uncertainties in the future availability and combustion temperatures.
economics of crude-oil-based jet fuels pose a Since FT products lack some of the com-
particular challenge to the Air Force….[To] plex molecules that protect engine seals, there
meet this challenge the Air Force will be is also still debate as to how much fossil-de-
obliged to undertake measures to conserve jet rived fuel, if any, should be mixed in with the
fuel in the short term and to develop a future synthetic for long-term engine health, or
capability for using jet fuels derived from alter- whether so-called aromatics can be added di-
natives to crude oil.” rectly in the manufacturing process.
Two years later in another RAND report, Extensive research into synthetics contin-
Future Sources of Military Jet Fuels, William ues at the AFRL, now commanded by the
Stanley recommended that the DOD begin a same Maj. Gen. Bedke. Others are also work-
research program into alternate hydrocarbon ing in this area in ac-
fuels. Thirty years later, the Air Force’s first ademia and industry, “[Flight certifications with F-T] allowed the USAF to
candidate fuel was a hydrocarbon blend of with support from develop a thorough, structured set of procedures to
conventional JP-8 jet fuel with a synthetic fuel government agencies validate and test the efficacy of any alternative fuel—
first produced in Germany in the 1920s. such as NASA, FAA,
DOE, and DARPA. not just Fischer-Tropsch—in Air Force systems.”
The Fischer-Tropsch (FT) process was
used by Germany and Japan during WW II to The latter’s efforts Don Erbschloe, Air Mobility Command chief scientist
produce fuel from coal. FT synthesis uses a are specifically aimed
catalyst to convert hydrogen and carbon at a process that efficiently uses organic living
monoxide into heavier hydrocarbons more sources to produce a surrogate for JP-8 jet
suitable for combustion in conventional en- fuel, incorporating both its combustion and
gines. The original synthesis gas can be de- physical properties, including melting and
rived from coal, natural gas, or other carbon freezing points.
feedstock such as biomass. In choosing the FT The Air Force is now looking beyond F-T
product, Air Force planners were careful to fuels, to include biofuels, with a keen focus on
keep the door open for other alternatives. environmental impact. As the Air Mobility
The Air Force began flight qualification of Command Chief Scientist Don Erbschloe ex-
its fleet with a B-52, and was steadily expand- plains, “The synthetic blend certification was
ing the range of aircraft certified to use FT an important first step, but ultimately as con-
fuels to include transports, bombers, and fight- sumers of jet fuel, the USAF is agnostic to the
ers. In doing so, the service was emulating the feedstock. We need something that looks like,
experience of South Africa’s Sasol, which has performs like, and is priced competitively with
been manufacturing an FT blend since 1999 JP-8.” The Air Force Certification Office is
and has made it available to airlines refueling planning to test both a fighter and a C-17
at the Tambo Airport in Johannesburg for transport with a biofuel sometime in 2010.
over a decade. Sasol received approval to use On the commercial side, the FAA is lead-
a 100% synthetic in the spring of 2008. ing the Commercial Aviation Alternative Fuels
FT synthesis, especially with coal feed- Initiative (CAAFI), which was established “to
stock, has been criticized as being environ- enhance energy security and environmental
mentally unfriendly, with a total CO2 output sustainability for aviation” through the use of
possibly twice that of the conventional fuels it alternative fuels. CAAFI is a forum for part-
replaces. That is only partly true, and depends ners to interact, share data, and champion re-
not only on the feedstock but also on the de- search on alternative fuels.

AEROSPACE AMERICA/SEPTEMBER 2009 27

 INCREASING ENGINE EFFICIENCY eral Electric and Rolls-Royce Liberty Works
Just as the producers of greener aviation fuels are working under ADVENT, each with its
will have a difficult time surpassing, or even own approaches to variable cycles.
matching, the performance of existing fossil A key technique involves using adaptabil-
fuels, so too will the designers of new engines ity to change the bypass ratio, varying the
have a hard time beating existing propulsion amount of air passing around the core engine.
technology. A modern gas tur- Especially promising is an auxiliary fan bypass
“Without a doubt this is the high point bine engine is among the most flowpath, with a pressure ratio that can be
of my 29-year Air Force career. ADVENT efficient machines ever built, con- controlled independently of the core engine.
has energized the entire Air Force and verting nearly 60% of the avail- Coupled with concepts for varying the core
contractor propulsion community to able fuel energy to useful work, flow, such ADVENT concepts could result in
more than twice the efficiency of 30% fuel savings on a typical subsonic cruise
work together with the weapon system
a typical automobile engine. The mission and even greater savings for super-
folks to examine many innovative individual components of a gas sonic platforms.
applications for the future.” turbine engine have efficiencies More conventional concepts are also be-
Jeffrey Stricker, chief engineer, Turbine Div. that are pushing the theoretical ing pursued. For instance, those same compa-
AFRL Propulsion Directorate limits for such devices. nies are also involved with AFRL’s highly effi-
How can we make some- cient embedded turbine engine effort. HEETE
thing that efficient even better? Several engine is aiming to produce compressors with dra-
programs aim to do just that. matically higher compression ratios than the
One approach is variability—building an current state-of-the-art, with correspondingly
engine that has a wider range of efficient op- higher engine efficiencies. Ultimately, HEETE
erating modes because its flowpath can be technology could be combined with ADVENT
varied. A modern gas turbine engine is typi- to produce even greener engines.
cally most efficient in a very narrow range of GE, working with Snecma, has also res-
flight conditions; outside that range, efficiency urrected “unducted fan” concepts—essentially
or performance suffers. For instance, an en- high-speed turboprops—building on engine
gine designed for efficient subsonic cruise will programs from the late 1980s. Turbofans be-
not be a particularly good supersonic thruster. come more efficient as their bypass ratio is in-
Conversely, one designed to deliver very high creased, but then as fan diameter grows, so
thrust for bursts of supersonic speed or short do the weight and drag of the outer nacelle.
takeoff will generally not be efficient for Now referred to as open rotor engines, these
cruise. A variable engine might be good at unducted engines would solve this problem by
both by changing the way it operates. This is eliminating the outer nacelle entirely. Fuel sav-
analogous to adding a transmission to an auto ings of up to 30% may be possible, though
powertrain, enabling an engine with a narrow the 1980s versions of these engines had sig-
operating range that can supply high torque nificant noise problems that were never com-
at low speeds but also drive the wheels at high pletely resolved before dropping fuel prices
speed when torque is not needed. ended their development.
The ADVENT (adaptive versatile engine Pratt & Whitney, under its PurePower ef-
technology) program, funded by the AFRL fort, is developing a geared turbofan engine in
Propulsion Directorate, is looking at technolo- which each stage can operate at its own opti-
gies that will explore various approaches to mum speed. A conventional gas turbine en-
variability. Originally begun in 2006 as a pro- gine tends to compromise performance by
gram to improve engine performance, it was running each stage on a spool at the same
soon realized that ADVENT held the promise speed, but it would be more desirable to run
of increased fuel efficiency as well. Both Gen- the forward fan stages at lower speeds and the
high-pressure stages at higher ones. A lower
PurePower is an effort to develop speed fan could also be larger, and thus have a
a geared turbofan engine in
which each stage can operate larger bypass ratio compared to a gearless
at its own optimum speed. counterpart. It would also be quieter.
In-flight tests on a Boeing 747 and Airbus
340 have demonstrated the concept, which
P&W claims could save 12% in fuel consump-
tion. Critics claim the addition of gears adds
weight and mechanical complexity. But run-
ning stages at optimum speeds also means
weight could be saved because fewer stages

28 AEROSPACE AMERICA/SEPTEMBER 2009

 Save
the
Date!

AIAA International
Communications Satellite Systems
Conference (ICSSC 2010)

28–30 September 2010

Anaheim Convention Center
Anaheim, California

Call for Papers Opens in October 2009

www.aiaa.org/events/space • www.aiaa.org/events/icssc
09-0530
may be needed, and thus far the engines have that replacing key aluminum parts
proven very reliable in over 120 flight hours. on existing aircraft with hybrid
composites would offer significant
DESIGNING ADVANCED AIRFRAMES weight savings, which could trans-
Advanced airframes are also being studied for late directly into increased range
their ability to improve overall efficiency. In or reduced fuel consumption. One
cruise, an aircraft’s range is proportional to immediate candidate for hybrid
the ratio of lift and drag forces. A Boeing 747 composites is the C-130 cargo Although winglets are being
has a lift/drag ratio of about 18; a B-52 ratio fleet. An important added benefit is that the considered for future aircraft,
retrofitting would not be
is over 21. Though some gliders can reach reduction in required maintenance inspections cost-effective.
values of up to 70, commercial jets have seen alone would easily pay for the replacement
very little increase in lift-over-drag perform- materials over the life of the fleet.
ance since the start of the jet age, an average Ultimately, exotic aerodynamic shapes
of 15% since the introduction of the 707. may offer the best improvements in aircraft
Changes to existing aircraft can improve efficiency. The performance of traditional
aerodynamic performance. For example, the tube-and-wing designs will improve only so
2004 Scientific Advisory Board study on fuel far. To realize more dramatic improvements in
efficiency concluded that adding winglets on lift/drag ratio may require a whole new ap-
certain aircraft could increase lift/drag ratios proach: blended wing-body aircraft.
by up to 7%, though installation costs would
not be recuperated until about 20 years of
fleet operations. The USAF Air Mobility Com-
mand has undertaken a study of winglets for
the military transportation fleet. And a Na-
tional Research Academy Report in 2005
reached the conclusion that relatively simple
modifications such as adding aerodynamic
strakes, smooth laminar flow engine nacelles,
and proper aileron trimming could have con-
siderable savings over a large airfleet.
But more dramatic improvements will re-
quire a new approach to airframe design.
Lightweight materials are one answer—the
The Advanced Composite Cargo
lighter an aircraft, the farther it will go on a
Aircraft is a proof of concept
tank of gas. The introduction of composites In a blended-wing shape, wing and fuse- technology demonstrator for
holds considerable promise in reducing air- lage are smoothly merged so that the entire advanced composite manufac-
frame weight, thus reducing required fuel. aircraft is producing lift. The idea is not new; turing processes in a full-scale,
certified aircraft. It was developed
Boeing’s 787 will use an all-composite air- the German Junkers G.38 introduced ele- by AFRL and Lockheed Martin
frame, an example the military is following. ments of a blended design in the late 1920s, officials.
Under the sponsorship of the AFRL, Lock- and various aircraft, from the Northrop Flying
heed-Martin Skunkworks, working with Au- Wing to the B-2 bomber, have used the same
rora Flight Sciences, has built a smaller scale basic principle. NASA is presently testing a
advanced composite cargo airplane, based on 7-m subscale radio-controlled blended-wing
an existing aluminum-body Fairchild-Dornier demonstrator, designated X-48 at its Dryden
328JET. This one-of-a-kind aircraft began fly- facility. This aircraft may be the prototype of a
ing in June, and is meant to pave the way for next generation of fuel-efficient airliners,
other lightweight composite aircraft. cargo haulers, or military transports.
Standard composites are not the only
promising material for fuel-efficient airframes. ✈✈✈
The Airbus A-380 uses a hybrid composite Finding alternative fuels that are friendly to
material in its upper fuselage, formed from al- both the pocket and the environment, devel-
ternating sandwich layers of aluminum and oping even more efficient engines, and dra-
glass fiber. This material, originally developed matically broadening our notions of what an
at Delft University in the Netherlands, is not aircraft should be made of and how it should
only much more crack resistant than pure alu- look will all contribute to reducing fuel con-
minum, it is stronger and lighter than alu- sumption. And coupled with finding ways to
minum as well. It is also more easily reparable fly less, these efforts will leave our military just
than a pure composite. Studies have shown as strong but a lot more green.

AEROSPACE AMERICA/SEPTEMBER 2009 31

 Growing
fuels
for greener skies
THE VIRGIN ATLANTIC 747 THAT TOOK OFF ON FEBRUARY
24, 2008, looked like any other commercial aircraft. But its flight
from London to Amsterdam ushered in what many hope will be the
next era of aviation. The fuel powering one of its four engines was a
mixture of 20% biofuel, making Virgin the first airline to operate a
commercial aircraft with a biofuel blend.
Detroit automakers continue the struggle of giving birth to an en-
vironmentally friendly car, but the green revolution is not confined to
terra firma. In aviation, the quest for a lower emissions fuel source is
solidly under way. The Virgin trip was followed by an Air New
Zealand flight in December 2008, and by Continental Airlines and
JAL flights in January of this year. But the search will require un-
precedented levels of coordination between government researchers
and industry to make such a transition seamless as well as rapid.
“I’m afraid the odds of success will be reduced without an inte-
grated federal/private sector approach to evaluating the potential ben-
efits and costs of aviation biofuels,” says Rep. Gabrielle Giffords (D-
Ariz.), who chairs the House subcommittee on space and aeronautics.
Giffords held a hearing this spring to review the status of the various
biofuels initiatives. She expressed some skepticism that such a unified
approach has the priority it needs. “We all know the importance of
aviation to our economy and to our quality of life,” she says. “But that
doesn’t give it a free pass.”

An economic imperative
Developing a more environmentally friendly, but economical, fuel
source has become a quest to improve the bottom line for most air-
lines. In 2006, fuel became the largest element of operating costs for
U.S. carriers for the first time in history. According to statistics as-
sembled by the Air Transport Association, during the past seven years
commercial aircraft have maintained an average consumption rate of
nearly 20 billion gallons of fuel a year—however, fuel prices have
more than doubled.
The search for more fuel efficiencies is not new to the airline in-
dustry. Since 1997, the fuel consumption and emissions that result
by Frank Sietzen Jr. from transporting a Continental main-line passenger one mile have
Contributing writer been reduced by 35%. Between 1997 and 2007 the U.S. airline in-

32 AEROSPACE AMERICA/SEPTEMBER 2009 Copyright© 2009 by the American Institute of Aeronautics and Astronautics.
 Efforts to develop
environmentally
friendly fuels
are yielding results,
with more and more
airlines
making successful
flights using new
biofuel blends.

dustry improved fuel efficiency (as measured generations, made from energy crops like al-
by revenue ton miles per gallon of fuel) by gae, camelina, halophytes, and jatropha, have
110%, saving 2.5 billion metric tons of green- come from energy stocks such as switchgrass
house gas—the equivalent of removing 18.7 and woody feedstocks. These have higher pro-
million cars from the road each year. U.S. air- ductivity, use smaller land masses to grow, and
lines burned 3% less fuel in 2007 than in do not raid foodstock areas—a key reason for
2000, despite having flown 20% more pas- the worldwide interest in their use as aviation
sengers and cargo during the same period. fuel additives. It was this mix that powered the
When last year’s statistics become available, Continental flight. They also produce more en-
they are expected to show more such gains. ergy per hectare than the traditional first-gen-
eration fuels and are thought to be more sta-
The“drop-in” goal ble and commercially viable.
The first generation of biofuels, such as What industry is hoping for is a true
ethanol, was made from corn and soybean, “drop-in” fuel mixture that can replace exist-
derived from foodstocks, and required large ing pure petroleum products more or less
land masses to grow. The second and third seamlessly, without major changes to the avi-

The number four engine of a Virgin Atlantic 747-400 bound for Amsterdam from London was fueled with a sustainable
biofuel blend composed of babassu and coconut oils blended with kerosene-based jet fuel.

AEROSPACE AMERICA/SEPTEMBER 2009 33

 ation fuel logistics system, engine designs, or troleum-based jet fuel, with the same level of
onboard fuel tankage and delivery networks. safety. These fuels should also provide envi-
Whatever biomaterials are used, they most ronmental improvements and energy supply
likely must share certain common characteris- security, and they should spur economic devel-
tics: They must be high in energy, safe to use, opment in their production and distribution.
able to be manufactured in large quantities Although CAAFI itself does not sponsor
and remain in a liquid state at subzero tem- specific biofuels research, it coordinates the
peratures, and cost effective to produce. overall research being carried out by the par-
Several other characteristics should be ticipant members. “An improved environmen-
common to all potential biofuel candidates. tal footprint is a critical objective of alternative
They should be plants that do not significantly jet fuels,” says Maurice. The FAA has funded
impact biodiversity or jeopardize supplies of its share of CAAFI’s environmental work, to
drinking water. The total greenhouse gas the tune of $1 million a year.
emissions from plant growth, harvesting, pro- Along with the Air Force, the FAA is also
cessing, and end-use should be significantly spearheading the creation of a framework for
lower than such emissions from fossil fuel ex- life-cycle emissions standards from alternative
traction, production, and end-use. The devel- fuel sources, seeing how different approaches
opment of such fuels also should improve cut the aviation greenhouse gas emissions.
social/economic conditions for small-scale The team endorsed new modeling tools for
farmers who rely on agriculture for food, and these evaluations last October. About a half-
should not require the involuntary displace- dozen domestic and international fuel produc-
ment of local populations. High conservation- ers are participating in the evaluations, ac-
value areas and native ecosystems are not cording to Maurice.
cleared for aviation fuel production. CAAFI is also developing a road map for
aligning the federal and private research pro-
CAAFI grams. On January 27 the team updated the
The FAA has addressed the biofuels effort by overall R&D road maps after a joint meeting
assembling a new consortium. CAAFI, the hosted by the Air Force in Dayton, Ohio.
Commercial Aviation Alternative Fuels Ini- CAAFI is also trying to develop a commonly
tiative, launched in 2006, is a coalition accepted definition of exactly what alternative
of federal agencies including the FAA, jet fuels are, so that the maturity of different
NASA, DOE, USDA, EPA, and the research paths can be best evaluated. An ef-
Air Force, along with airlines, air- fort is now under way to develop specifica-
ports, and aircraft and jet engine tions for synthetic alternatives to complement
makers. Jointly sponsored by the existing specifications for petroleum-based
FAA, the Air Transport Associa- fuels. It would include definitions of a wide
tion of America, the Aerospace In- range of biofuels and specifications that would
dustries Association, and the Air- define biomass-to-liquid fuel ratios for use at
ports Council International-North blends up to 50%. That fuel-ratio mix defini-
America, CAAFI aims at improve- tion is expected by early next year. The new
ments in four areas: fuel certification, standard’s certification, derived from flight test
R&D, environmental impacts and costs/ experience, would follow.
The first benefits, and the practical business of com- Maurice warned that gaining such certifi-
generation of mercializing biofuels. cation may require more detailed testing, such
biofuels was derived from feed-
stock like sugar cane, which are
“It is clear there is no one ‘silver bullet’ as full combustor rig and engine firings under
also food sources. global process or feedback solution,” said approval protocols. The Air Force’s C-17
Lourdes Maurice, FAA chief scientific and tests using biofuel mixtures can be leveraged
technical advisor in the Office of Environment to apply the results to commercial aircraft
and Energy. “Rather, there are multiple solu- fleets, but with some additions. “Additional
tions which we can pursue in an environmen- testing to cover low emissions combustors and
tally and economically viable and safe man- advanced cycles such as those being devel-
ner,” she told Gifford’s hearing this spring. oped at NASA should be explored,” Maurice
Maurice serves as the FAA’s environmental observed. But the full combustor rig tests re-
team leader for CAAFI. quire 250,000 gallons of the fuel—necessitat-
The FAA’s goal with CAAFI is to promote ing greater financial investments from both
the development of renewable jet fuels for use developers and other research sources.
in today’s existing aircraft fleet—fuels that offer Other hurdles include qualifying environ-
industry equivalent or better cost vis-`a-vis pe- mental impacts. Assessments of both air qual-

34 AEROSPACE AMERICA/SEPTEMBER 2009

ity and greenhouse gas life-cycle emissions im- structure, a NASA initiative to align
pacts require performance models that are national developments to promote
constantly updated as new biomass fuels are civil aviation progress in the 21st
developed. Another issue is designing an infra- century.
structure for the deployment and availability of Shin cites the major chal-
a biofuels production industry. The best and lenges for the biofuels industry as
most promising biofuels must be accessible production and application. One
through a logistics system that brings the prod- of the production challenges being
uct to market in the vast quantities that will be addressed by NASA researchers is
needed if, say, a 50% biofuel blend is to be determining whether any biofuel can
easily available to airports. Today’s jet fuel de- be made sustainably, economically, and
livery infrastructure serves more than 80% of on a scale sufficient to support the aviation
all jet fuel in the 35 busiest airports. Thus a industry. “This will require understanding fac- Technicians with the Center of
generally accepted biofuel mix could be fully tors affecting the growth of biomass that [will Excellence for Hazardous Materials
advanced by the aviation industry into more be] economically viable and sustainable,” Shin Management sample the water
in a stock tank being used to
common use and acceptance. says. Production processes that reduce energy grow algae at New Mexico State
Another consideration is the economic during the biomass-to-fuel conversion process University’s Agricultural Science
feasibility of developing biofuels in today’s must be developed. “The goal must be carbon Center. Researchers are working
to determine the best methods
rocky economy. Conventional and traditional neutral,” he adds.
to grow and harvest the algae,
investment sources have been constrained by Because of the limited testing done to which can be used for the
the current market, according to experts and date, uncertainties remain. Research at NASA production of biodiesel fuel.
CAAFI. Only moderate investments near air- will have to address both gaseous and particu- (Photo by Darrell J. Pehr.)
ports are needed, the FAA calculates. “Re- late emissions characteristics from engines so
newable jet fuels offer the opportunity to team that alternative fuels can be optimized for re-
the aerospace science and technology efforts ducing emissions. As a result, the agency is
with those of agriculture, energy, and sustain- embarked on long-term foundation research
ability to address all of these challenges,” to better understand the effects of various al-
notes Maurice. ternative fuels on engines.
This work includes laboratory combustion
NASA-sponsored research tests under controlled conditions, and ground
At NASA, where the vast majority of aviation engine testing under simulated flight condi-
research takes place, an initiative begun in tions. NASA has recently modified several
2007 aims at building on the agency’s exist- combustion test facilities to study combustion
ing expertise in fuel chemistry and processing, performance and the emission characteristics
combustion, and gas turbine engine develop- of several different alternative fuel blends and
ment. “NASA also recognizes that the wide- alternatives with the petroleum-based Jet-A.
spread use of biofuels for aviation will require Current research using Fischer-Tropsch fuel
a concerted effort by multiple government has begun to yield test results. A 2008 part-
agencies, aerospace industries, academia, and nership with Pratt & Whitney using a geared
biofuel producers,” says Jaiwon Shin, NASA turbofan engine ran with a blend of jet fuel
associate administrator for aeronautics re- and F-T. Test results showed there were no
search. Biofuels development and commercial significant differences in gaseous emissions
deployment are one element of the National and also confirmed the benefits of F-T fuel in
Plan for Aeronautics R&D and Related Infra- reducing particulate emissions. In addition,

Flight tests develop the concept

In addition to Virgin’s 2008 test, three additional biofuel The flight was powered by a 50% biofuel blend. During
test flights aboard commercial carriers have been con- the test, the aircraft was put through climbs, accelera-
ducted. An Air New Zealand 747-400 with Rolls-Royce tions, decelerations, and an engine windmill restart.
engines tested a 50% biofuel blend during an engine That flight also was the first by a commercial carrier
ground test run and on a test flight from Auckland on using a biofuel mixture derived from algae, and the
December 30, 2008. The 2-hr flight tested performance first biofuel flight using a two-engine aircraft.
of the plane climbing, windmill restarts, and starter- A JAL 747-300 using Pratt & Whitney engines tested
assists. Acceleration and deceleration were tested, and a 50% biofuel mixture flying from Tokyo on January 30.
a simulated approach and go-around were conducted The plane also conducted a ground test of the fuel mixture.
at 10,000 ft. This 2-hr flight also tested the plane in climbs, accelera-
Continental Airlines flew a 737-300 with CFM tions, decelerations, and an engine windmill restart.
engines on January 7 of this year from Houston for 2 As of this writing, evaluations of the test flights
hr, the first sustainable biofuel flight in North America. were still in progress.

AEROSPACE AMERICA/SEPTEMBER 2009 35

 Key points about biofuels
Biofuels are produced from renew- almost worldwide, including deserts land is unviable for food crops but
able biological resources such as and salt water. They have the poten- suitable for second-generation
plant material that absorb CO2 from tial to deliver large quantities of fuel biofuel crop growth.
the atmosphere as they grow. When at more stable prices—although Algae, the most promising
the fuel is burned, the CO2 is released aviation will not rely on just one feedstock being studied, is consid-
back into the atmosphere. In theory, type of feedstock. ered a third-generation biofuel.
biofuels can be produced from any Examples include jatropha, a To meet the technical require-
renewable biological carbon mate- plant that produces lipid oil, which ments for aviation, a biofuel
rial. The two most common feedstock is the biofuel stock; camellia, an candidate must be:
sources are plants rich in sugars and energy crop; and halophytes, which •A high-performance fuel
bio-derived oils. First-generation are salt marsh grasses that produce that can withstand a range of
biofuels have been used for a num- a high-energy feedstock. operational conditions.
ber of years for transport, home Second-generation biofuels offer •Able to substitute directly for
heating, power generation from lower CO2 emissions across their life traditional aviation jet fuel.
stationary engines, and cooking. cycle. As a substitute for traditional •A fuel that does not
Second-generation aviation jet fuel, they provide a more diverse compromise safety.
biofuels use a sustainable resource to geographical fuel supply and may •Able to meet stringent
produce fuel that can be considered offer a solution to price fluctuations performance targets.
as a replacement for traditional jet related to fuel cost volatility. In
fuel, while not consuming valuable addition biofuels can provide eco-
food, land, and water resources. nomic benefits to parts of the world, Source: Beginners Guide to Biofuels
They can be mass grown in locations especially developing nations, where (Boeing, Airbus), CAAFI, FAA.

NASA has studied emissions produced from a The data are being shared with the other
PW308 turbofan run with 100% F-T fuel and CAAFI stakeholders and will be used to refine
a blend of F-T and jet fuel. future flight tests. Epstein says in the next ma-
This year a NASA-owned DC-8 aircraft jor test, planned for 2010, a Jet Blue/Airbus/
has been tested by the agency with various IAE flight will use a third-generation biofuel
biofuel mass blends. “The tests provided data blend. This is expected to be the first flight test
that will improve understanding of the evolu- using a third-generation biofuel feedstock. He
tion of particulate emission and plume chem- also says P&W is pursuing the design and de-
istry for engines burning alternative fuels,” velopment of a new jet engine that incorpo-
Shin says. The agency is also using multiscale rates improved performance. “By that we
modeling of fluid mechanics aimed at spur- mean better fuel efficiency and lower engine
ring the growth of second-generation biofuel weight,” he says, adding that “There is also
mixes. Industry can use these models in de- synergy with military fuel requirements and
signing the next generation of bioreactors to markets to foster U.S. energy independence.”
probe reducing the cost of future biomass Boeing’s approach to biofuels has built
production. on previous fuel improvements. “Today’s jet
aircraft are 70% more fuel efficient than jet
Industry efforts aircraft produced only 50 years ago,” says
UTC’s Pratt & Whitney and the FAA, as well Billy Glover, managing director of environ-
as CAAFI, have embarked on a public-private mental strategy for Boeing. While the com-
partnership in biofuels development and re- pany has no interest in becoming a biofuels
search. “We expect the world’s commercial producer, flight test results all revealed no ma-
aviation to grow at an annual rate of 45% av- jor issues with the biofuels, which were mostly
eraged over the next 40 years. The CO2 the 5% mix of second-generation biomass.
emissions from aviation are proportional to Glover says Boeing is compiling a com-
the amount of fuel burned, so a public-private prehensive report on all the data obtained
partnership in aeronautical research can con- during these tests. Fuel property tests also
tinue the 2-2.5% improvement in fuel econ- took place at several locations, including Boe-
omy,” says Alan Epstein, vice president for ing, Honeywell facilities, and the Air Force
technology and environment at Pratt & Whit- Research Laboratory. Engine tests examined
ney. Epstein says the test results from the per- control, operability, flame-out, and transient
formance of the P&W engines on the JAL thrust characteristics, all yielding results that
test flight showed that a second-generation were consistent with pretest predictions.
biofuel mix had no impact on performance The database being compiled—start
and “nothing of note was observed in the times, lean blow-out margins, and accelera-
postflight inspection.” tion and deceleration times—would be key in-

36 AEROSPACE AMERICA/SEPTEMBER 2009

dicators of the viability of biofuel usage. Still, cation of new civil aviation biofuels is pos-
says Glover, there were some surprises hiding sible within the next two or three years,
in the raw data: provided key steps are met. The first is
•The process to make bio-derived synthetic that the cost of the biofuel must reflect
paraffinic kerosenes was feedstock agnostic. the actual value it brings to the pur-
•At a 50% blend ratio, a bio-derived fuel chaser—the derivative must be cost
performed as well as, and in some cases bet- competitive with existing petroleum-
ter than, traditional jet-fuel-based sources in based fuel mixtures. Second, capital
As
terms of performance and emissions. must be invested in production and distri- fuel
•No change in aircraft systems fueling in- bution chains, a development Epstein be- yielding
frastructure or engines is required for imple- lieves will be greatly facilitated once formal plants, halo-
phytes such as salt
menting biofuels in civil aviation. certification of the fuels occurs. And finally, marsh grass offer the advantage of
•Large-scale production of a bio-derived some form of comprehensive, peer-reviewed not depending on a supply of fresh
fuel appears to be possible from sustainable research is needed to establish the carbon water.
sources. footprint of the different biofuel mixtures and
to document their sustainability. Government
New standards and future certification has a role to play here, he suggests, but the
While a greater federal regulatory and re- establishment of that ongoing research be-
search role is rarely sought by industry, several longs in academia.
large aerospace firms are calling for new such Advocates hope that by the end of the
standards. Boeing, GE, and other aviation next decade some percentage of the world’s
firms are urging the federal government to es- civil aviation fuel can be supplied by biological
tablish an efficiency standard for the designs sources. The financial viability of commercial
of new aircraft. aviation in the 21st century may well be up in
Pratt & Whitney’s Epstein believes certifi- the air until then.

AEROSPACE AMERICA/SEPTEMBER 2009 37

 he European Aviation Safety Agency thiness Authorities (JAA) was established to

T (EASA) is set to propose a new initiative

to identify and solve some of Europe’s
most urgent aviation safety challenges. The
produce common certification codes for civil
aircraft and engines, mainly to support Airbus
activities. In 1987 the JAA’s remit was ex-
European Aviation Safety Programme (EASP) tended to cover operations, maintenance, li-
will be drawn up with participation from the censing, and certification/design standards for
European Commission, industry experts, and all classes of aircraft. But the JAA was not
national authorities and will prioritize safety is- backed by the political power of enforcement;
sues at the European level. Among the likely the rules were voluntary and applied differ-
subjects for safety action are helicopters, hu- ently throughout Europe.
man factors, and improved training standards
in the aviation business. A change in the air
The existing European Strategic Safety With EASA all that has changed. “States have
Initiative will be one key input to the EASP. effectively pooled their efforts for aviation
This is a 10-year program launched in 2006 safety,” states John Vincent, who heads
and is the European regional dimension of the EASA’s 15-person safety analysis and re-
ICAO global aviation safety road map. But the search group. Rules and regulations are now
EASP is set to tackle more immediate issues drawn up at a European level and enforced by
and reflects the growing willingness of EASA European legislation.
to take proactive measures to improve Eu- This legislation can take two forms—di-
rope’s aviation safety performance. rectives and regulations. Directives are Euro-
EASA was formed in 2003. Before then, pean Union (EU) measures, which have to be
safety regulation in Europe was managed by passed into law via the national parliaments of
national bodies with differing priorities. There individual states. But this process can be long,
had been a long-acknowledged need to set up and the end legislation may differ from state
a single regulatory authority within Europe to to state. A regulation, on the other hand, is an
harmonize standards and take a “holistic” ap- immediate and binding law with which all EU
Philip Butterworth-Hayes proach to developing a European-wide avia- member states must comply.
Contributing writer tion safety system. In 1970, the Joint Airwor- In recent years, the European Commis-

38 AEROSPACE AMERICA/SEPTEMBER 2009 Copyright© 2009 by the American Institute of Aeronautics and Astronautics.
The European Aviation Safety Agency is working to overcome aviation safety issues on a
pan-European scale. It is also reaching out to the FAA to create a joint certification process.
Working hand in hand with both manufacturers and airlines, EASA’s goal is to make flying
Europe’s skies as safe as possible.

Moving toward

proactive regulation

sion (EC) has used these powers to support proactive,” Vincent points out. “For example,
work on aviation safety. we might have been able to identify a trend of
For example, Directive 2003/42/EC of landing gear failures in Dash-8 aircraft in
the European Parliament and the Council of Scandinavia—and been able to act more
June 13, 2003, on occurrence reporting in swiftly.”
civil aviation—without imparting blame or re- In 2007, EASA was given responsibility
sponsibility—established requirements for EU for carrying out safety audits on all aircraft fly-
states to set up mandatory reporting of safety- ing into and out of Europe, as part of the
related incidents. EASA had established a Safety Assessment of Foreign Aircraft (SAFA)
database using ECCAIRS software (http:// program. There are now 41 European states
eccairsportal.jrc.it/) so incident reports could affiliated with the program, and in 2007 a to-
be collected, stored, and analyzed in an ICAO- tal of 8,594 inspections were carried out,
compliant format. States had been collecting mainly on EU-registered airlines. Those in-
this data for many years but it was in different spections resulted in 14 “entry permit reper- A De Havilland Canada Dash 8
formats and standards, making EU-wide cussions,” 22 grounded aircraft, 1,318 cor- taxis out from Växjö Airport. A
analysis extremely difficult. rective actions before flight authorization, 126 trend of landing gear failures in
The directive became applicable in 2003; aircraft operation restrictions, and 3,386 re- Dash-8 aircraft in Scandinavia
could have been identified earlier
two regulations were added in 2007. Regula- ports provided to the aircraft’s certification au- had regulations introduced in
tion 1330/2007 lays down implementation thority and aircraft operator. 2007 been in place. Photo by
rules for the dissemination of information on Henrik Sendelbach.
civil aviation occurrences to interested parties;
regulation 1321/2007 sets rules for integrat-
ing that information into a central repository.
But by the start of 2009 many member states
had not yet integrated their data into the
ECCAIRS reporting system; the EC has given
them until the end of this year to do so.
“If we’d have had this capability earlier
we would have had the chance to be more

AEROSPACE AMERICA/SEPTEMBER 2009 39

 All reported data from ramp inspections the number of annual airliner fatalities re-
are stored centrally in an EASA-run database. corded in EU states was 86—as in all accident
In addition, foreign airlines flying into the statistics, the headline figures do not tell the
EU will, in the future, be subject to an EASA whole story. The fatalities came as a result of
safety audit and will be banned if they fail to two accidents—154 people were killed when a
comply with ICAO standards—a system that McDonnell Douglas MD-82 crashed on take-
closely parallels the FAA’s international avia- off on August 20, 2008, in Madrid, and three
tion safety assessment program. people died on May 30 of that year when an
EASA also gathers ramp inspection data Airbus A320 overran the runway in Honduras
from national states as part of the process of on landing. Although this aircraft was oper-
“blacklisting” airlines that do not comply with ated by an airline from outside Europe, it was
ICAO standards, a process carried out by the registered in one of the EASA member states.
EC’s Directorate-General for Transport. There were also two fatal commercial hel-
But such measures are essentially reac- icopter accidents in Europe in 2008 (com-
tive. To ensure that there are continuous im- pared to one in 2007). In these accidents
provements in safety levels, EASA is looking three people died—this compares to an aver-
at developing more proactive measures over age of 10 fatalities a year over the last nine
the coming years. years for this sector.
Commercial helicopter accidents in Eu-
Broadening the scope rope are a particular concern. “We need to
“We are now looking to do more advance take action when we fail to see a continuous
safety work,” says EASA’s Vincent. “For ex- improvement in safety levels, and with heli-
ample, we are sponsoring research into dam- copter rates we have seen the rate remain flat
age detection of composite structures. We for the last 10 years,” Vincent stresses. In par-
know that spotting damage to a composite ticular, there is a concern about the number of
airframe is much more difficult than a metallic helicopter incidents ferrying staff to oil and
one. So we are researching whether there is gas rigs.
an effective and easy way to detect damage to In April 2008, the European Helicopter
composites.” Safety Team (EHEST) released its first analysis
Despite traffic increases, aviation safety of 168 helicopter accidents that occurred be-
performance is improving throughout Eu- tween 2000 and 2005, concluding that “68%
rope—although the rate of improvement is of the fatal accidents and 34% of all accidents
slowing. In 2008, 157 people were killed in occurred during the en route phase of flight,
airliners registered in countries where aviation and in 33% of the accidents, the pilot had less
One hundred and fifty-four people safety is regulated by EASA. Although this is a than 1,000 hours of total helicopter experi-
were killed in the Spanair Boeing rise over previous years—in the last nine years ence. In 26% of the accidents, the pilot had
MD-82 incident in Madrid. Image
courtesy efeservicios.com.
less than 100 hours of flight experience on
the helicopter type involved in the accident.”
The team made a number of recommen-
dations, mainly involving training and instruc-
tion, flight operations, safety management,
and safety culture, as well as regulations and
standards. The EHEST has a goal of reducing
the helicopter accident rate by 80% by 2016.

Building industry, and FAA, buy-in

In the last six years EASA has grown from an
aircraft certification agency with just a few
dozen staff to a wide-ranging aviation regula-
tor with nearly 500 employees. From the start
it was recognized that the organization would
only be successful if it relied on stakeholder
advisory input, was well resourced and funded
by a fair charging scheme, that it was backed
by appropriate political muscle, and success-
fully trod the delicate tightrope between over-
and underregulation.
At a safety symposium organized by the

40 AEROSPACE AMERICA/SEPTEMBER 2009

U.K.’s Civil Aviation Authority in January SAFA members
2009, NetJet’s regulatory affairs director The 40 member states engaged in the SAFA program
Mark Wilson gave a personal view of how the are: Armenia, Austria, Azerbaijan, Belgium, Bosnia
agency had performed. and Herzegovina, Bulgaria, Croatia, Cyprus, Czech
“Industry involvement is written in to the Republic, Denmark, Estonia, Finland, France, Germany,
basic regulation and has been enhanced,” he Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, Moldova, Monaco,
said. “The involvement of the EASA advisory
Netherlands, Norway, Poland, Portugal, Republic of
board with the management board is a signifi- Georgia, Romania, Serbia and Montenegro, Slovakia,
cant step forward but the funding, the big is- Slovenia, Spain, Sweden, Switzerland, The former
sue of three years ago, is still not resolved.” Yugoslav Republic of Macedonia, Turkey, United
EASA is funded partly from central EU Kingdom, Ukraine.
resources and partly from direct charges to
manufacturers for its services. However, the
fees are not fixed by EASA but by the EC. Ac-
cording to Wilson, the fees and charging “For example, for aircraft and engine cer-
scheme do not reflect its costs, and the contri- tification we not only have a single set of rules
bution of the EU is too low. to satisfy (with no national variations) but also
The agency faced a funding gap early in a single authority with a single point of con-
its career when a shortfall in funding threat- tact awarding a single Type Certificate—which
ened ongoing certification work and led to covers all EU states. As it extends its remit fur-
EASA proposing a temporary 40% increase ther, all of the activities that EASA is respon-
in its hourly rate for certification work, along sible for will likely benefit in a similar way.
with substantial fixed-fee rises for design or- Their development into a strong and influen-
ganization clearance. tial aviation authority has been achieved in a
And many manufacturers, while happy to relatively short space of time, and it is gratify-
see the emergence of a single strong certifica- ing to see their desire to involve stakeholders
tion agency, have questioned the principle in the development of the regulatory structure
and the amount of certification fees. They also and their determination in driving further im-
cite a potential conflict of interest, as just one provements in safety.”
manufacturer, Airbus, is likely to be such a At the end of June 2008 EASA and the
major source of the agency’s income. Wilson FAA signed a bilateral agreement that ex-
calls for a long-term funding review of the tended previous safety agreements to cover
agency, especially given the new responsibili- airworthiness approvals and monitoring of
ties for air traffic management and airports civil aeronautical products, environmental
regulations that EASA will assume after 2012. testing and approvals, and approvals and
EASA spokesman Dan Holtgen says the monitoring of maintenance facilities.
fees and charges system has, in the meantime, Despite this, there are still areas of almost
been modified to reduce costs for small and philosophical differences between the two
medium-sized businesses, and further revi- regulators. For example, EASA has not yet
sions are not excluded. But it is unlikely, he sanctioned the widespread use of PMA parts
says, that the commission will reverse its throughout the EU, although during 2010 it
charging policy and shift the burden from in- will look at this issue within the scope of the
dustry to taxpayers in the near future. bilateral agreement. In the U.S., aircraft main-
At the same time, manufacturers have tenance technicians are permitted to work un-
generally welcomed the benefits that EASA der their own certificates and approve their
has brought, especially in the creation of an own work, whereas in Europe the work has to
EASA/FAA joint certification process that has be authorized by the licensed maintenance or-
made it relatively easy for the FAA to validate ganization itself.
a European certification and vice versa.
“European industry is now benefiting Speed bumps
from having a single aviation authority and a While manufacturers have generally wel-
common set of regulations covering design, comed the development of a single safety
manufacture, and maintenance,” says Michael agency, the airlines have, on some issues at
C. Sanders, airworthiness manager for the least, been less kind.
AeroSpace and Defence Industries Associa- “EASA was formed with the objective ‘to
tion of Europe. “This is extremely important promote cost efficiency in the regulatory and
to us, particularly with the increasing multina- certification processes and to avoid duplica-
tional nature of aerospace projects. tion at national and European levels,’ yet

AEROSPACE AMERICA/SEPTEMBER 2009 41

 since its inception in 2003 overall charges to sociation of European Airlines (AEA)—were
industry have increased, mainly due to dupli- not particularly happy with the proposed new
cation of activities,” said European Regions rules on flight and duty time limitations (FTL)
Airline Association Director General Mike and the process by which they were drafted.
Ambrose in April. “In some cases, operators In particular there were concerns about
are now obliged to seek approval from both the length of time airlines would have to con-
EASA and their national aviation authority, sider proposed new amendments to the rules.
defeating the primary objective for which the EASA sponsored a scientific and medical
Although the A320 that overran agency was set up in the first place.” study into pilots’ rest and duty time to support
the runway in Honduras was Holtgen says there is “absolutely no over- the EC in evaluating existing EU legislation
operated by TACA, an airline lap” between its type-certification and national drawn up before the agency had responsibil-
headquartered in El Salvador,
it was registered in an EASA authorities’ operational approvals, but con- ity for operational rules. According to AEA,
member state. cedes in the special case of the Permits to Fly, this “employed a flawed methodology…if im-
used for aircraft under maintenance or repair, plemented it would require airlines to employ
EASA has to approve specific “flight condi- many more pilots to the same amount of fly-
tions” before national authorities can issue a ing—AEA estimates an additional 15% to
permit to operators. 20%—and would render impossible many
A second issue for airlines has been the flight routings which are operated today.”
way EASA has consulted with its stakeholders EASA says it was required by EU legisla-
over new airline operating rules it is required tors to commission the study, but that it is un-
to draw up by EU law. When EASA started der no obligation to follow its recommenda-
drafting new rules on flight crew licensing, for tions. Instead, it intends to present a new
example, it set up a consultative group with approach to FTL with stakeholders that would
representatives from medical organizations, allow airlines to operate individual FTL
pilot associations, business, and commercial schemes as long as they can prove there is no
airlines to draft the rules. But according to the risk of pilot fatigue.
agency, they could not agree on a common
position within the deadline for the work set ✈✈✈
out by the European Parliament and Council. EASA was given a new mandate in May to ex-
So EASA took over responsibility for drafting tend its competency to include safety regula-
the rules itself, and then started to discuss the tion of ATM and airport operations through-
proposals with the different stakeholders. The out the EU, beginning in 2012. With that, the
agency arranged a number of workshops final piece of Europe’s new regulator jigsaw
around the continent to explain the text and puzzle will be in place, allowing for a true to-
encourage comments. tal-systems approach for safety regulation.
Airline groups—especially the Interna- But it will not be an easy task. In the current
tional Air Transport Association and the As- ATM regulatory system, an air navigation
service provider can be regulated by six differ-
ent organizations (EUROCONTROL, ICAO,
ECAC, national civil aviation administrations,
EASA’s roles the EC, and the commission’s national super-
The European Aviation Safety Agency is based in Cologne, Germany, and its remit covers all visory authorities set up to regulate Single Eu-
27 EU countries plus Iceland, Liechtenstein, Norway, and Switzerland, and has several areas
of responsibility:
ropean Sky activities). Reducing this to just
•Expert advice to the EU for drafting new legislation and implementing monitoring two would be regarded as a success.
safety rules. EASA proposes, following consultation with stakeholders, regulations that are At the same time EASA is continuing to
delivered to the EC for passage into law as part of the decision-making process with the recruit staff capable of setting appropriate
European Parliament. It then checks whether states have properly implemented the rules regulations to an ATM technology that is mov-
and reports to the commission if there any infringements. ing into new domains of space, data link and
•Type-certification of aircraft and components, as well as the approval of organizations
automatic dependent surveillance.
involved in the design, manufacture, and maintenance of aeronautical products. EASA also
issues airworthiness directives that demand changes to aircraft types and equipment in But despite issues of funding and stake-
cases where safety problems can occur. Member states retain the authority to check holder involvement, EASA has in its short his-
whether aircraft registered in their country are airworthy. tory shown itself capable of adapting to the
•Authorization of third-country (non-EU) operators—the Safety Assessment of Foreign technical and political challenges of 21st cen-
Aircraft program. tury pan-European regulation.
•Safety analysis and research. “Over the last five years we have seen
•Negotiating aviation safety agreements with the rest of the world. EASA assists the EC
steady capability increases,” says Vincent. “In
on behalf of the EU member states to negotiate technical safety agreements, such as the
recent bilateral agreement signed with the FAA. the next five years we will be more proactive—
and that should bring future improvements.”

42 AEROSPACE AMERICA/SEPTEMBER 2009

 The aerospace industry’s most
powerful resource, the AIAA
Electronic Library provides
access to 78 years of the world’s
research and developments in
air and space—from air travel’s
infancy, to the birth of the Space
Age, to the breakthroughs that
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It’s all in the AIAA
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Alfred Africano
Holt Ashley
Richard H. Battin
Geoffrey de Havilland
Jimmy Doolittle
Donald Douglas
Charles Stark Draper
Hugh L. Dryden
Robert Goddard
H. R. Grummann
Clarence “Kelly” Johnson
Wolfgang Klemperer
William Littlewood
Frank J. Malina
Glenn Martin
John Northrop
Gordon Oates
A. K. “Tony” Oppenheim
G. Edward Pendray
Jean Piccard
Igor I. Sikorsky
Martin Summerfield
Theodore Theodorsen
Robert Truax
Hsue-Shen Tsien
Theodore von Kármán
Theodore Wright

www.aiaa.org/search

08-0447
25 Years Ago, September 1984 International Institute of Space Law are approved during the 10th
|International Astronautical Congress, held in London from Aug. 30
to Sept. 5. Inauguration of the academy takes place on Aug. 16,
1960, in Stockholm. E. Emme, ed., Aeronautics and Astronautics,
1915-60, p. 12; H. Moulin, ed., IAF: The First 50 Years, pp. 42, 49, 51.

Sept. 9 The first launch of the Project Mercury unmanned test

capsule under Project Big Joe (Big Joe 1) is launched from Cape
Sept. 5 Discovery, NASA’s newest Canaveral, Fla., for a planned 2,000-mi.-range mission. But the two
space shuttle, lands at Edwards AFB, outboard booster engines of the Atlas rocket fail to separate after
Calif., after a successful maiden burnout, and the speed and altitude are greatly reduced, although
flight. Astronauts on the mission, the spacecraft is successfully recovered near Barbados, 500 mi.
launched six days earlier from the short of the planned impact point. Flight, Sept. 25, 1959, p. 294.
Kennedy Spaceflight Center,
successfully deploy three satellites Sept. 9 The first operational Atlas D ICBM is successfully launched by an
and film their work with an IMAX all-military crew in a 4,480-mi. test flight from Vandenberg AFB. It is also the
camera for a movie, The Dream is first launch of an Atlas from this base. On the same day, another Atlas ICBM is
Alive. NASA, Astronautics and successfully fired from Cape Canaveral. Aviation Week, Sept. 14, 1959, p. 32;
Aeronautics, 1979-84, pp. 521-522. The Aeroplane, Sept. 18, 1959, p. 209.

Sept. 14-18 Capt. Joseph Kittinger Sept. 12 The Soviet Union launches its Lunik 2 space probe
completes the first solo transatlantic toward the Moon on the same day Premier Nikita Khrushchev
flight in a balloon he has named departs for the U.S. The following day, the 858.4-lb probe
Rosie O’Grady. He flies from Caribou, becomes the first man-made object to hit the Moon. There is
Me., to the Italian Riviera near no attempt to slow it down, and it impacts in the area of the
Savona, Italy, a distance of 3,535 mi., Seas of Tranquility, Serenity, and Vapors at 7,380 mph.
in 86 hr. The balloon contains 3,000 However, data are radioed back during the flight on the
ft3 of helium. U.S. Centennial of magnetic fields of the Earth and Moon, cosmic radiation,
Flight Commission Timeline Web site. micrometeors, and interplanetary gas. The Aeroplane, Sept. 18,
1959, p. 208; Aviation Week, Sept. 21, 1959, pp. 28-30.
50 Years Ago, September 1959
Sept. 15 The Air Force’s all-solid-fuel Minuteman ICBM undergoes its first static
Sept. 1 The Atlas ICBM officially firing, and the next day a full-sized Minuteman is launched from an underground
becomes operational and is taken silo. E. Emme, ed., Aeronautics and Astronautics, 1915-60, pp. 12-13.
over by the Strategic Air Command at
Vandenberg AFB, Calif. E. Emme, ed., Sept. 17 The North American X-15 (No. 2) rocket research aircraft achieves its
Aeronautics and Astronautics, 1915-60, first powered flight, piloted by A. Scott Crossfield. At 38,000 ft, the aircraft is
p. 12. released from its B-52 carrier and its dual XLR-11 rocket engine is fired. This
XLR-11, of 16,000 lb total thrust, is called the interim engine because development
Sept. 2 The of the plane’s XLR-99 57,000-lb-thrust engine is not yet complete. The XLR-11s
International and the XLR-99 are made by the Reaction Motors Div. of Thiokol Chemical. The
Astronautical plane reaches 1,200 mph in a 3.5-min. powered flight and lands at Edwards AFB.
Federation names The Aeroplane, Sept. 25, 1959, p. 250; Aviation Week, Sept. 21, 1959, pp. 35,
Theodore von 28; and Sept. 1959, p. 109.
Kármán to head a
committee for Sept. 17 The 265-lb Transit-1A, the world’s first navigation satellite and a
establishing an forerunner of GPS, is launched from Cape Canaveral by a Thor-Able IV. The
International satellite was developed by the Navy for use with the submarine-launched Polaris
Academy of Astro- fleet ballistic missile to enable it to navigate toward its targets. However, the
nautics. Both the rocket’s third stage fails to fire and the satellite is lost. The Transit finally succeeds
academy and the in 1960. D. Baker, Spaceflight and Rocketry: A Chronology, p. 93.
44 AEROSPACE AMERICA/SEPTEMBER 2009
 An Aerospace Chronology
by Frank H. Winter and
Robert van der Linden
National Air and Space Museum

Sept. 18 The 52.25-lb Vanguard III is successfully

orbited. It is the sixth U.S. satellite launched during
the International Geophysical Year and the last of the
Project Vanguard series. In all, 11 attempts were made
to launch Vanguard satellites, but eight were failures.
D. Baker, Spaceflight and Rocketry: A Chronology, aircraft. Aviation, October 1934,
pp. 93-94; The Aeroplane, Oct. 9, 1959, p. 320. p. 327.

Sept. 24 An Atlas-Able Moon probe scheduled for launch in early October Sept. 15 The Aeromedical Lab of the
explodes during a static firing at Cape Canaveral, leading NASA to re-examine Army Air Corps is founded at Wright
the entire space program. The Aeroplane, Oct. 2, 1959, p. 293. Field, Dayton, Ohio. E. Emme, ed.,
Aeronautics and Astronautics, 1915-
Sept. 28 René Caudron, one of France’s earliest aviation pioneers, dies, at 75. 60, p. 34.
He started his career in aviation with his brother, Gaston, in a horse-drawn glider.
In 1909 René built their first monoplane. They later built an amphibian and a Sept. 22 Sir Alan Cobham and Sqdn.
biplane widely used during WW I. Caudron was noted for production of the Ldr. William Helmore are forced to
military planes G-3, G-4, R-4, and R-11. Up to WW II, the company also trained end their attempt to fly nonstop from
more than 17,000 pilots. The Aeroplane, Oct. 9, 1959, p. 305. England to India when the throttle
control on their Airspeed Courier
75 Years Ago, September 1934 malfunctions. They had planned to
remain airborne continuously by means
Sept. 1 The Loire 46-Cl, an all-metal gull-wing monoplane single-seat fighter, of aerial refueling. They have refueled
makes its first flight. Powering the plane is a Gnome Rhone 14 radial engine. The twice, but the broken throttle forces
aircraft’s rate of climb and ability to dive are excellent. Following tests, 60 Loire them to glide to a wheels-up landing
46s are ordered by the Armee de L’Air. A. van Hoorebeeck, La Conquete de L’Air, on the island of Malta. The Aeroplane,
Vol. 1, p. 267. Sept. 26, 1934, p. 357.

Sept. 4 William McCormick flies an autogyro over Antarctica. Departing from 100 Years Ago, September 1909
Adm. Richard Byrd’s base at Little America, McCormick surveys the Bay of
Whales and the Ross Sea from an altitude of more than 7,000 ft. Flight, Sept. Sept. 5 Wilbur Wright and Glenn
13, 1934, p. 949. Curtiss fly at
the New York
Sept. 8 Built especially for the upcoming England-to-Australia race, the De celebration
Havilland D.H. 88 Comet makes its first flight. It features two Gypsy Six R air-cooled marking the
inline engines of 230 hp each. Maximum speed is 237 mph. A. van Hoorebeeck, 300th anniversary
La Conquete de L'Air, Vol. 1, p. 267. of Henry Hudson’s
voyage up the
Sept. 9 Sir Charles Kingsford-Smith
Hudson River
establishes a new
in his ship the
transcontinental
Half Moon,
record across
and the 102nd
Australia by flying
anniversary of the first commercial
his single-engine
steamship, Robert Fulton’s Clermont.
Lockheed Altair
Wright flies around the Statue of
from Melbourne
Liberty accompanied by blasts from
to Perth in 10 hr 22 min. In 1928, Kingsford-Smith flew the same route in 22 hr.
the oceanliner Lusitania, which has
Flight, Sept. 13, 1934, p. 948.
been signaled by Guglielmo Marconi
Sept. 9 American Airlines places the new single-engine, high-speed Vultee V-1 with his new wireless set. This is the
transport into service. The new planes fly from Chicago to Fort Worth, a distance last time one of the Wrights flies in
of 959 mi., in 6 hr 27 min. The Vultee has a single Wright Cyclone engine and public. D. Baker, Flights and Flying,
can cruise at over 240 mph. American Airlines orders four of the eight-passenger p. 38.
AEROSPACE AMERICA/SEPTEMBER 2009 45
 OKLAHOMA STATE UNIVERSITY
Faculty-Mechanical and Aerospace Engineering
(Design, Solid Mechanics, and Structural Mechanics)
A tenure track faculty position at the level of
Assistant Professor or Associate Professor is
available beginning January 2010, or later, starting
date negotiable. Oklahoma State University has a
strong commitment to grow both the quantity
and quality of our engineering research programs.
With 25 faculty lines and 180 graduate students,
mechanical and aerospace engineering annual
research expenditures will soon exceed $200K per
tenure track faculty member. Applicants should
have teaching and research interests in the general
area of design, solid mechanics and structural
mechanics, with a plan for development of a
research program in an emerging or rapidly
developing area. Excellent experimental skills are
required, together with good analytical and
computational skills. It is expected that the
successful candidate will have the desire and ability
to teach courses at the undergraduate level, in
mechanical design, aircraft structures, engineering
design, and similar courses, and courses at the
graduate level commensurate with his/her research
interests. An earned Ph.D. in engineering is
required, with a preference for either mechanical
or aerospace engineering. Successful candidates
must have demonstrated potential for excellent
teaching at undergraduate and graduate levels, and
for developing a strong externally funded research
program in areas where there are excellent
possibilities for competitive extramural funding.
Good communication skills, both oral and written,
as judged by faculty and students, are essential.
Applications accepted until the position is filled.
Send letter of application, statement on teaching
interests and philosophy, statement on plan for
research and securing extramural funding for at
least two projects, curriculum vitae, and list of
five references to:
Dr. Raman P. Singh, Chair
Design/Solid Mechanics Search Committee
School of Mechanical & Aerospace Engineering
218 Engineering North
Oklahoma State University
Stillwater, OK 74078-5016
Women and minority applicants are strongly encouraged.
Oklahoma State University is an affirmative action/equal
opportunity/E-Verify employer committed to diversity.

46 AEROSPACE AMERICA/SEPTEMBER 2009

 NEW MEXICO STATE UNIVERSITY DEPARTMENT OF MECHANICAL AND AEROSPACE ENGINEERING
AEROSPACE ENGINEERING PROGRAM
AEROSPACE ENGINEERING FACULTY POSITION
The New Mexico State University Department of Mechanical and Aerospace southern New Mexico has many cultural and natural attractions and a very
Engineering has initiated undergraduate and graduate programs in aerospace pleasant lifestyle. Competitive salary and start up packages are available.
engineering. Applications are invited to fill two tenure-track aerospace Please submit applications electronically by emailing your package to
engineering faculty positions. These positions may be at the Assistant or [email protected] with the words “faculty position” in the
Associate Professor levels, depending on qualifications. The starting date subject line. Attach the following items: a current vita, a summary of teaching
for these positions is August 2010. interests, a statement of research goals and plans for future research, the
Candidates must have an earned doctorate in Aerospace Engineering names and contact information of at least three references, and information
or a closely related field, must be committed to teaching at the undergraduate regarding eligibility for employment in the U.S. Alternately, hardcopy of
and graduate levels, and are expected to establish an active and externally the same information can be sent to:
funded research program. We seek candidates who can effectively teach the Aerospace Search Committee Chair
breadth of aerospace engineering classes offered and who can provide Mechanical and Aerospace Engineering Department
leadership in developing high quality research programs. The research New Mexico State University
specialties we seek are as follows: 1) one position is in experimental fluid PO Box 30001 MSC 3450
mechanics with preference for a candidate who can build on our existing Las Cruces, NM, 88003
strengths in fluid-structure interaction; 2) the other position may build on Screening will begin November 1, 2009 and will continue until the
existing strengths in micromechanics, nonlinear structural dynamics, aerospace positions are filled. Additional information about the department can be
vehicle dynamics and control, or computation or may be in other areas that found at http://me.nmsu.edu. Complete posting details can be viewed at
show promise for future growth. The successful candidates will have the www.nmsu.edu/person (requisition numbers 2009002819 and 2009005014).
opportunity to shape the new aerospace engineering program in a state in Benefits include group medical and hospital insurance, group life insurance,
which aerospace has become a cultural and economic force. state educational retirement, workmen’s compensation, and unemployment
The State, the University, and the College of Engineering have compensation. Employment offer contingent upon verification of individual’s
identified aerospace engineering as a program of critical importance and eligibility for employment in the United States.
have committed significant resources for its development. In addition, New Mexico State University is an EEO/AA Employer.

AEROSPACE AMERICA/SEPTEMBER 2009 47

48 AEROSPACE AMERICA/SEPTEMBER 2009
 AIAABulletin SEPTEMBER 2009
AIAA Meeting Schedule B2
AIAA Courses & Training B4
Program Schedule
AIAA News B5
AIAA Call for Papers B14
20th AAS/AIAA Space Flight Mechanics Meeting
10th AIAA Aviation Technology, Integration, and
Operations (ATIO) Conference and
13th AIAA/ISSMO Multidisciplinary Analysis and
Optimization Conference

AIAA Publications B20

AIAA Courses and Training B21
Program
Standard Conference Information B24

AIAA’s Los Angeles Section, working with AIAA Fellow Dr. Buzz Aldrin, hosted an
event to celebrate the 40th anniversary of Apollo 11. Dr. Aldrin is shown here
with Susan Goldstein, AIAA’s Southern California Section Liaison. A description
of the event is on page B8.

AIAA Directory
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 DATE MEETING LOCATION CALL FOR ABSTRACT
(Issue of AIAA Bulletin in PAPERS DEADLINE
which program appears) (Bulletin in
which Call
for Papers
appears)

2009
14–17 Sep AIAA SPACE 2009 Conference & Exposition (Jun) Pasadena, CA Dec 08 17 Feb 09
20–24 Sep† Smart Materials, Adaptive Structures and Intelligent Systems (SMASIS) Oxnard, CA (Contact: Prof. Diann Brei, 248.891.9275,
[email protected], www.asmeconferences.org/asms2008)
21–23 Sep 9th AIAA Aviation Technology, Integration, and Operations Hilton Head, SC Sep 08 23 Feb 09
Conference (ATIO) and
Aircraft Noise and Emissions Reduction Symposium (ANERS) (Jul)
22–24 Sep 6th AIAA Biennial National Forum on Weapon System Tucson, AZ Sep 08 27 Feb 09
Effectiveness (Jun)
27 Sep–1 Oct† Annual Conference of the Prognostics and Health Management San Diego, CA (Contact: Dr. Kai Goebel, 650.604.4204,
Society 2009 [email protected], www.phmconference.org/phm09)
1–2 Oct† Resolving Uncertainties in Airframe Noise Testing and Bucharest, Romania
CAA Code Validation Contact: L. Koop, [email protected]; www.comoti.ro/13ceasworkshop
12–16 Oct† 60th International Astronautical Congress: Space for Sustainable Daejeon, Korea
Peace and Progress Contact: http://iac2009.kr
14–16 Oct IMAPP 2009 Hamburg, Germany 10 Jul 09
Contact: www.imapp2009.org
19–22 Oct 16th AIAA/DLR/DGLR International Space Planes and Hypersonic Bremen, Germany Oct 08 12 Mar 09
Systems and Technologies Conference (Jul)
20–22 Oct† 20th International Conference on Adaptive Structures and Technologies Hong Kong, China
Contact: Prof. Wei Hsin Liao, [email protected],
www.icast2009.org
21–22 Oct International Symposium of Personal and Commercial Spaceflight Las Cruces, NM (Contact: www.ispcs.com)
26–28 Oct GNC Challenges for Miniature Autonomous Systems Workshop Ft Walton Beach, FL (Contact: www.ion.org/mas)
26–28 Oct† 18th International Meshing Roundtable Salt Lake City, Utah
Contact: Jacqueline Hunter, 505.284.6969, [email protected]
25–29 Oct† IEEE/AIAA 28th Digital Avionics Systems Conference (DASC) Orlando, FL
Contact: T. Redling, 903.457.7822; [email protected]
3–6 Nov† National Defense Industrial Association (NDIA) Aircraft Combat Monterey, CA
Survivability Symposium Contact: Meredith Geary, 703.247.9476, [email protected]
15–20 Nov† 20th International Congress of Mechanical Engineering Gramado, Brazil (Contact: Joao Luiz Azevedo,
[email protected], www.abcm.org.br/cobem2009)

2010
4–7 Jan 48th AIAA Aerospace Sciences Meeting Orlando, FL Jan 09 3 Jun 09
Including the New Horizons Forum and Aerospace Exposition
20–21 Jan AIAA Strategic and Tactical Missile Systems Conference Monterey, CA
(SECRET/U.S. ONLY)
25–28 Jan† The Annual Reliability and Maintainability Symposium (RAMS) San Jose, CA,
Contact: Dr. Raymond Sears, 603.863.2832, [email protected]
2–4 Feb U.S. Air Force T&E Days Nashville, TN May 09 17 Aug 09
10–11 Feb 13th Annual FAA Commercial Space Transportation Conference Arlington, VA
14–17 Feb† 20th AAS/AIAA Space Flight Mechanics Meeting San Diego, CA Sep 09 5 Oct 09
Contact: A. Trask, [email protected];
http://space-flight.org/AAS_meetings/2010_winter/2010%20winter.html
23–26 Feb† Space, Propulsion & Energy Sciences International Forum (SPESIF-2010) Laurel, MD Jul 09 15 Jul 09
Contact: Glen Robertson, 256.694.7941, [email protected],
www.ias-spes.org
6–13 Mar† 2010 IEEE Aerospace Conference Big Sky, Montana
Contact: David Woerner, 818.726.8228;
[email protected]; www.aeroconf.org
22–24 Mar 8th U.S. Missile Defense Conference and Exhibit Washington, DC

B2 AIAA BULLETIN / SEPTEMBER 2009

 DATE MEETING LOCATION CALL FOR ABSTRACT
(Issue of AIAA Bulletin in PAPERS DEADLINE
which program appears) (Bulletin in
which Call
for Papers
appears)
12–15 Apr 51st AIAA/ASME/ASCE/AHS/ASC Structures, Structural Orlando, FL May 09 10 Aug 09
Dynamics, and Materials Conference
18th AIAA/ASME/AHS Adaptive Structures Conference
12th AIAA Non-Deterministic Approaches Conference
11th AIAA Gossamer Systems Forum
6th AIAA Multidisciplinary Design Optimization Specialist Conference
20–22 Apr AIAA Infotech@Aerospace 2010 Atlanta, GA Jun 09 23 Oct 09
25–30 Apr 11th International Conference on Space Operations Huntsville, AL May 09 1 Aug 09
May† ASTRO’ 10–15th CASI Conference on Astronautics Toronto, Ontario, Canada
Contact: G. Languedoc, 613.591.8787, www.casi.ca/conferences
11–12 May Inside Aerospace—An International Forum for Aviation and Space Leaders Arlington, VA
12 May 2010 Aerospace Spotlight Awards Gala Washington, DC
13–15 May† Fifth Argentine Congress on Space Technology Mar del Plata, Argentina
Contact: Pablo de Leon, 701.777.2369, [email protected],
31 May–2 Jun† 17th St. Petersburg International Conference on Integrated Saint Petersburg, Russia
Navigation Systems Contact: Prof V. Peshekhonov, www.elektropribor.spb.ru,
[email protected]
1–4 Jun† 4th International Conference on Research in Air Transportation Budapest, Hungary
(ICRAT 2010) Contact: Andres Zellweger, [email protected], www.icrat.org
7–9 Jun† 16th AIAA/CEAS Aeroacoustics Conference Stockholm, Sweden
Contact: Hans Bodén, [email protected]
8–10 Jun† 3rd International Symposium on System and Control in Aeronautics Harbin, People’s Republic of China
and Astronautics (ISSCAA 2010) Contact: Zhenshen Qu, [email protected], http://isscaa.hit.edu.cn
28 Jun–1 Jul 27th AIAA Aerodynamic Measurement Technology and Ground Chicago, IL Jun 09 5 Nov 09
Testing Conference
28th AIAA Applied Aerodynamics Conference
40th AIAA Fluid Dynamics Conference
41st AIAA Plasmadynamics and Lasers Conference
42nd AIAA/ASME Joint Thermophysics and Heat Transfer Conference
5th AIAA Flow Control Conference
28 Jun–2 Jul† 8th International LISA Symposium Stanford, CA. (Contact: Sasha Buchman, 650.725.4110,
www.stanford.edu/group/lisasymposium)
30 Jun–3 Jul† ICNPAA 2010—Mathematical Problems in Engineering, Sao Jose dos Campos, Brazil
Aerospace and Sciences Contact: Prof. S. Sivasundaram, 386.761.9829, [email protected]
11–15 Jul 40th International Conference on Environmental Systems Barcelona, Spain
25–28 Jul 46th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit Nashville, TN Jul 09 19 Nov 09
25–28 Jul 8th International Energy Conversion Engineering Conference & Exhibit Nashville, TN Jul 09 19 Nov 09
2–5 Aug AIAA Guidance, Navigation, and Control Conference Toronto, Ontario, Canada Jul 09 27 Jan 10
AIAA Atmospheric Flight Mechanics Conference
AIAA Modeling and Simulation Technologies Conference
AIAA/AAS Astrodynamics Specialist Conference
AIAA Atmospheric and Space Environments Conference
7–13 Aug† 2010 International Heat Transfer Conference Washington, DC (Contact: Avram Bar-Cohen, 301.405.3173;
[email protected]; www.nano.org/ihtc14.pdf)
13–15 Sep 10th AIAA Aviation Technology, Integration, and Operations Fort Worth, TX Sep 09 8 Feb 10
(ATIO) Conference and
13th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference
19–24 Sep† 27th Congress of the International Council of the Nice, France 31 July 09
Aeronautical Sciences Contact: www.icas.org
28–30 Sep AIAA SPACE 2010 Conference & Exposition Anaheim, CA
AIAA International Communications Satellite Systems Conference (ICSSC 2010)

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.

AIAA BULLETIN / SEPTEMBER 2009 B3

 DATE COURSE VENUE LOCATION

2009
12–13 Sep Safety Management Systems for the Aerospace Industry SPACE 2009 Conference Pasadena, CA
12–13 Sep Management of Space Technology SPACE 2009 Conference Pasadena, CA
12–13 Sep Practical Project Management for Aerospace Professionals SPACE 2009 Conference Pasadena, CA
22–24 Sep Tactical Missile Design Weapon System Effectiveness Tucson, AZ
25–26 Sep Introduction to Weaponeering Weapon System Effectiveness Tucson, AZ
1 Dec–30 Apr 10 Introduction to Computation Fluid Dynamics Distance Learning
1 Dec–30 Apr 10 Advanced Computation Fluid Dynamics Distance Learning
1 Dec–30 Apr 10 Computational Fluid Turbulence Distance Learning
1 Dec–30 Apr 10 Heat Transfer* Distance Learning

2010
8–9 Jan Best Practices in Wind Tunnel Testing* Aerospace Sciences Conference Orlando, FL
8–9 Jan Computational Multiphase Flow Aerospace Sciences Conference Orlando, FL
8–9 Jan Fluid–Structure Interaction Aerospace Sciences Conference Orlando, FL
8–9 Jan Flow Control for Specialists Aerospace Sciences Conference Orlando, FL
8–9 Jan Large Eddy Simulations: Theory, Applications, and Advanced Topics Aerospace Sciences Conference Orlando, FL
8–9 Jan Microfluidics and Nanofluidics, Fundamentals and Applications Aerospace Sciences Conference Orlando, FL
8–9 Jan Modeling Flight Dynamics with Tensors Aerospace Sciences Conference Orlando, FL
8–9 Jan Systems Engineering Fundamentals Aerospace Sciences Conference Orlando, FL
18–19 Jan Making Decisions in Missile Defense* Strategic and Tactical Missile Conf Monterey, CA
18–19 Jan Tactical Missile Design-Integration Strategic and Tactical Missile Conf Monterey, CA
31 Jan–1 Feb Experimentation, Validation, and Uncertainty Analysis T&E Days Conference Nashville, TN
31 Jan–1 Feb Systems Engineering Fundamentals T&E Days Conference Nashville, TN
1 Feb–31 Jul Introduction to Spaceflight Distance Learning
1 Feb–31 Jul Fundamentals of Aircraft Performance & Design Distance Learning
10–11 Apr Aeroelasticity: State-of-the-Art Practices Structures et al. Conferences Orlando, FL
10–11 Apr Modern Modeling of Aircraft Structures* Structures et al. Conferences Orlando, FL
10–11 Apr The Fundamentals of Composite Structure Design* Structures et al. Conferences Orlando, FL
10–11 Apr Introduction to Non-Deterministic Approaches Structures et al. Conferences Orlando, FL
10–11 Apr Tensegrity Systems* Structures et al. Conferences Orlando, FL
18–19 Apr Unmanned Aviation in the 21st Century Infotech@Aerospace Atlanta, GA
26–27 Jun Modern Design of Experiments Fluids Conferences Chicago, IL
26–27 Jun Basic Fluids Modeling with Surface Evolver Fluids Conferences Chicago, IL
26–27 Jun Computational Heat Transfer (CHT) and Thermal Modeling Fluids Conferences Chicago, IL
26–27 Jun Stability and Transition: Theory, Modeling and Applications Fluids Conferences Chicago, IL
29–30 Jul Liquid Propulsion Systems Joint Propulsion Conference Nashville, TN
29–30 Jul Hydrogen Safety Course* Joint Propulsion Conference Nashville, TN
29–30 Jul NPSS: A Practical Introduction* Joint Propulsion Conference Nashville, TN
29–30 Jul Advanced Solid Rockets Joint Propulsion Conference Nashville, TN
29–30 Jul Air Breathing Pulse Detonation Engine Technology* Joint Propulsion Conference Nashville, TN
29–30 Jul Tactical Missile Design-Integration Joint Propulsion Conference Nashville, TN

* = New Course

B4 AIAA BULLETIN / SEPTEMBER 2009

 Over the summer, I had the opportunity to attend several events
A FEW THINGS tied to the 40th anniversary of the Apollo 11 landing. They ranged
from elegant (at the Museum of Flight in Seattle), to technical (with
Welcome back—hopefully you
the Niagara Frontier Section), to much more informal /fun (the
were able to take some time off to
Apollo Panel at AIAA’s Joint Propulsion Conference) to the “official”
recharge over the summer, but
NASA event in Washington. The two things I heard from those
“welcome back” also to Aerospace
around me at every venue were pride in what had been accom-
America and the AIAA Bulletin as
plished and concern over what’s ahead. No surprise, I guess, that I
we return from our combined
share those emotions.
July–August issue.
By the time this is published, we should have heard from the
For your AIAA staff, the big
Augustine panel. Sometime after that we’ll hear from NASA, and,
event of the summer was the
hopefully, President Obama. Then we’ll hear from Congress. And
migration of our IT infrastructure
we’ll hear from countless letters and blogs and tweets and every
from our homegrown, Cold Fusion-
other form of communication about whether whatever is chosen as
based software systems to COTS
the course of action is “right.” I’m sure it will be a major topic of dis-
products. The process is largely
cussion at AIAA’s Space 2009 (14–17 September, in Pasadena)—
complete, although the transition
in the Sessions and Panels and hallways and lounges. I have my
will continue for about a year. For
preferences, just as anyone who’s been in the aerospace business
example, we are operating with Avectra’s netForum association
probably does, and I expect they are different than what will be
management software (AMS) for most of our in-house processes
selected, at least in detail. As with most of us, I come at this sub-
and eCommerce, including conference registrations; the SharePoint
ject with lots of emotion, but less good data, even less insight into
suite of integrated capabilities is in place and already being used
the financial pressures, and far less appreciation of the planned
internally and by many TCs and Sections as part of our new
role of “civil space” and “NASA” in the nation’s foreign and domes-
Extranet; we’ve upgraded our finance-related Solomon software;
tic policies.
and we’ve begun moving our publications and peer-review activities
But regardless what’s chosen, I hope it is consistent with a com-
to ScholarOne. Although the software architecture and many appli-
ment reportedly made by General Charlie Bolden not long after he
cations are in place, over the next year we will complete the migra-
and Ms. Lori Garver were confirmed and sworn-in as NASA’s top
tion of journals, books, and technical papers to ScholarOne and
leadership. He is reported to have said that he would be: “incredibly
much of the Web site function to SharePoint.
disappointed if people aren’t on Mars—or venturing somewhere
Many of you who tried to use the systems during the early sum-
beyond it—in my lifetime.”
mer for nominations, references, renewals, registrations, purchases,
There are lots of paths that could get us there, and as he also
etc., had problems for a few days. So did we! The amazing thing to
suggested, we need to come together with a coherent plan and
me is not that we had some hiccups, but that we were actually “off-
then press. Although couched in technical, systems, and architec-
line” for only about four days (including a weekend) and for the
ture terms, I think the “debates” over the past few years about the
most part the activities of the Institute continued to function fairly
exploration program have really been as much about the goal as
smoothly. The biggest part of the active transition was behind us
the path. The path to Mars may go through the moon first, but the
after little more than a month. The effort has been accomplished
focus on that destination didn’t capture the imagination of the
almost exactly within the estimated cost, although above the actual
American people. Going back to the moon by 2020 didn’t capture
budget—DOD isn’t the only place where cost and schedule opti-
the many kids I’ve visited with over the past four years. It didn’t cap-
mism can creep in during the budget cycle. I can’t begin to express
ture my neighbors. And, I admit, it didn’t capture me. BUT— “peo-
how proud I am of our IT staff for all their work and long hours, and
ple on Mars—or venturing somewhere beyond it—in my lifetime”—
of the entire AIAA staff for dealing with the many challenges, both
now that captures my imagination! It’s time—let’s get it done!
during the transition and in the 12–18 months of preparation. I also
want to thank you, our volunteers, for your professional, we’re-all-in- Bob Dickman
this-together, “can-do” attitude. [email protected]

REUBEN H. FLEET
SCHOLARSHIPS
AWARDED IN MAY
At the AIAA San Diego
Section Honors and
Awards Banquet on 21
May, the 2009 AIAA San
Diego Section Reuben
H. Fleet Scholarships
were awarded. Since
1983, 127 students have
received the scholarship,
which is made possible
by the Reuben H. Fleet
Foundation at the San
Diego Foundation.

The 2009 Reuben H. Fleet Scholarship recipients: (back row, from left to right) Greg Marien (Scholarship Coordinator), Jason
Hale (UCSD), Octavio Ortiz (SDSU), Jerami Martin (UCSD), Jennifer Rhymer (UCSD), Jared Myers (Rancho Buena Vista High
School), Brian Preedanon (UCSD), Kevin Willett (AIAA San Diego Section Chair). (Front row) Raquel Weitl (SDSU), Monique
Fine (SDSU), Timothy Palmer (UCSD), Daniel Nelson (SDSU), Richard Krutop (SDSU).

AIAA BULLETIN /SEPTEMBER 2009 B5

AIAA INITIATES ENVIRONMENTAL IMPACT ASSESSMENT

AIAA initiated an assessment of its environmental footprint with

twin goals: reducing the environmental impact of its activities and
gaining an understanding of the environmental impact assessment
process, which is becoming increasingly important throughout the
aerospace industry. The results will help reduce AIAA’s carbon
footprint while simultaneously saving money.

Background
One of three Strategic Imperatives embraced by the Institute as
part of its 2009–2013 Strategic Plan is to “Advance Technologies
to Monitor and Reduce Environmental Impacts.” This reflects the
broad, publicly voiced concern about technology’s effect on our
environment and the current administration’s efforts to enact legis-
lation on emission reductions and environmental awareness.
To stay abreast of current regulatory issues, understand what is
involved in environmental assessment, and be prepared for poten-
tial future legislation, AIAA decided to “walk the walk.” AIAA tasked
our two engineering students serving as summer interns, Tasia Figure 1 depicts some results of these analyses, showing that
Paraskevopoulos of the University of Virginia and Geoffrey Austin the majority of greenhouse gas emissions are produced during the
of James Madison University, with assessing the environmental material production phase. The only other significant contributions
impact of selected AIAA product production. They conducted a came from power production and transportation.
variety of Life Cycle Assessments to understand the environmental
impact of AIAA products and to determine what possible process Applications
changes could be beneficial. AIAA has already implemented some The project, although primarily conducted to gain familiarity with
of their recommended modifications to the Institute’s production the process, has already had an impact on AIAA operations. The
process, making the Institute “greener” while reducing costs. LCA results showed the potential for implementing changes that
reduce environmental impacts from greenhouse gases, not only in
Life Cycle Assessment the Institute but also industrywide. AIAA is using the results of this
The goal of a Life Cycle Assessment (LCA) is twofold: 1) to LCA to take its first steps toward a “greener” publication process.
analyze the full range of environmental impacts attributable to a Figure 2 shows the effects that various changes would have on
specific product or service; and 2) to determine process modifica- the overall emissions due to brochure production, the most feasible
tions that can reduce the overall impact. Despite the availability of of which is switching to recycled paper, resulting in a 26% decrease
ISO standards 14040:2006 and 14044:2006 for assessment of life in gaseous emissions. The Institute plans to implement this easy
cycle greenhouse gas emissions, this type of analysis still lacks change as soon as practical. Another change currently under way
industrial standardization. Nevertheless, it is an effective way to is a reduction in the quantity of printed material, with a heavier
consider representative impacts of multiple variables by assigning reliance on electronic dissemination of information (i.e., as PDFs).
accountability to each phase of a product’s life, from the extraction AIAA expects to reduce Aerospace America’s environmental
of raw materials through the product’s manufacture, use, and dis- impact by 12% as it becomes available in PDF format, by eliminat-
posal. This assessment method allows for an understanding of the ing airborne shipping for international members who do not specifi-
sources of all types of emissions. cally request and pay for a hard copy of the magazine.
AIAA’s interns conducted the LCA through the use of GaBi 4 As the Institute strives to become more “ecofriendly,” it also
sustainability software, a leading LCA product from PE advocates the use of Life Cycle Assessments by its members.
International, a German-based developer and provider of LCA and These assessments allow companies in the aerospace community
sustainability consulting, software, and services. The software’s to understand what effects their business products and services
graphical user interface enables accurate modeling, easy data have on the environment, and to identify feasible strategies to
handling, and visualization of the inputs and outputs of processes. reduce their environmental impact. Through meaningful steps such
Paraskevopoulos and Austin quickly analyzed and evaluated as these to reduce emissions and to work smarter and greener, the
selected Institute products through the use of GaBi’s broad data- aerospace industry can become a leader in global sustainability.
bases, materials, and analysis methods (including toxicity,
resource depletion, and cost benefit analysis). With limited time
and resources available for the summer project, the LCA focused
on the greenhouse gas emissions resulting from production and
distribution of various publications.
The first product analyzed was a typical AIAA conference
brochure, such as a call for papers or a preliminary program.
Subsequently, the analysis was expanded to encompass the publi-
cation of Aerospace America. The analysis began with the develop-
ment of comprehensive bills of materials, first for the brochure and
then for the magazine. Paraskevopoulos and Austin assigned each
material to its respective process step and organized the steps into
a process map with inputs and outputs flowing from one step to the
next. The analysis incorporated simplifying assumptions concerning
the production process, such as average distribution distances and
the use of average power sources in the United States. After con-
ducting extensive “what if” trades, it was concluded that these
assumptions did not significantly affect the overall results.

B6 AIAA BULLETIN / SEPTEMBER 2009

AIAA FOUNDATION EDUCATOR ACHIEVEMENT AWARD
WINNERS VISIT WASHINGTON, DC

In May, the AIAA Foundation Educator Achievement Award win-

ners and their guests arrived in Washington, DC, to participate in
specially arranged tours, culminating in the Aerospace Spotlight
Gala at the Ronald Reagan Building and International Trade
Center, where they received their awards in front of aerospace
luminaries attending the gala.
Upon their arrival, the teachers were whisked away to the
Lockheed Martin Space Exploration Center, where they were
greeted by astronaut Ken Reightler, Jr, who narrated the launch of
STS-125, and David Brandt. The group then went to Ronald
Reagan National Airport, where they were treated to a tour of the
FAA Control tower, as a guest of James Brough, AVSED Manager
for the FAA. This was followed by a visit to the Air Force Memorial,
where Pete Lindquist conducted a tour of how the memorial came
to be and the special memorials contained on the property. 2009 AIAA Foundation Educator Achievement Award winners and their
The next day started early, the teachers went to Orbital guests at the Air Force Memorial.
Sciences and met with Raymond Crough and their team of engi-
neers, including astronaut Frank Culbertson. They toured the national, and international level. This lasting contribution is critical
Orbital campus, getting an opportunity to see their Mission Control to the health of the industry, and the future of aerospace, and it is
and high-bay facilities. It was onto the FAA Command facility next, fitting that the community has gone above and beyond to recog-
where the group met with senior air traffic control managers who nize their hard work and efforts.”
explained the ins and outs of daily air traffic control. The group This award is supported by the AIAA Foundation, which was
had a new appreciation for weather and its importance to share formed to enhance and support the viability of the future aero-
with their students. Finally, they visited both National Air & Space space professional, practicing aerospace professionals, and the
Museum facilities, as a guest of Doug Baldwin of the Office of organizations and institutions involved in aerospace by devoting
Education. resources to the education of both practicing and future aerospace
Each teacher received flags for their classroom and gifts from professionals, and by recognizing professional achievement, we
AIAA corporate members and educational partners, The are influencing the future of the aerospace profession.
Aerospace Corporation, The Boeing Company, Lockheed Martin, The AIAA Foundation Educator Achievement Award is present-
GE Aviation, Ball Aerospace, Booz Allen Hamilton, CSC, Johns ed every two years, so nominations will begin in May 2010 for the
Hopkins Applied Physics Lab, NASA, the National Institutes of next award. For more information about the award, please contact
Aerospace, AGI, and the National Air & Space Museum. They Lisa Bacon at [email protected].
also participated in a focus group to determine how AIAA can best
assist K–12 educators to inspire students to choose STEM
careers. This information and a spring survey of current Educator GNC CHALLENGES FOR MINIATURE AUTONOMOUS
Associates will guide the Precollege Outreach Committee as they SYSTEMS WORKSHOP TO BE PRESENTED IN FLORIDA
work to develop programs suited for teachers and their students.
Julie Albertson, chair of AIAA’s Pre-College Outreach The Northwest Florida Section will co-host the “GNC
Committee, stated: “In the over ten years of Educator Challenges for Miniature Autonomous Systems Workshop”
Achievement Award presentation, AIAA has benefited from the to be held 26–28 October 2009, at the Emerald Coast
significant participation of awardees on committees at the local, Conference Center, Fort Walton Beach, FL. This workshop
is intended to bring the DoD technical and user community,
academia, and industry together to review and discuss
advances in guidance, navigation, and control (GNC) for
Miniature Autonomous Systems. Miniature autonomous sys-
tems capable of agile locomotion or flight in urban, forested,
and indoor (including transitions from outdoor to indoor)
environments present many unique technical challenges to
the controls and systems engineer. It is envisioned that the
military use of miniature systems will include acquiring,
tracking, and engaging non-traditional targets.
The workshop will feature presentations from leaders in
the DoD technical and user communities, academia, and
industry. The first day of the workshop will feature perspec-
tives from the operations community, and GNC research
challenge talks from senior research representatives of the
Air Force, Navy, Army, and DARPA. The afternoon of the
first day will feature For Official Use Only presentations. The
second and third days of the workshop will feature public
forum presentations and discussions including a variety of
topics including Multi-use Miniature Seekers/Sensors;
Advanced Navigation Sensors and Techniques; System
Integration Challenges; and Multi-vehicle Cooperative
2009 AIAA Foundation Educator Achievement Award winners with astro- Operations. Visit www.ion.org/mas for more information.
naut Ken Reightler, Jr, at Lockheed Martin.

AIAA BULLETIN / SEPTEMBER 2009 B7

 AIAA FELLOW RECEIVES AACC CONTROL
ENGINEERING AWARD
Suresh M. Joshi, AIAA Fellow, received
the American Automatic Control
Council’s (AACC’s) 2009 Control
Engineering Practice (CEP) Award on 11
June at the awards ceremony of the
American Control Conference in St.
Louis. The AACC is a federation of eight
member societies (including AIAA, the
IEEE, and the ASME), which have a
strong interest in control theory and
applications. The CEP award represents
a significant national recognition in the
Hampton Roads Section “Futures in Aerospace” scholarship award win- field of control systems engineering, and
ners pose with banquet presenters. Left to right: Dr. Paresh Parikh, is given to one individual or one team
(Scholarship Award Chair), winner Jonathan (Chris) Lee (Mills Godwin selected from those nominated for significant contribution to the
High School), winner Katelyn Christein (Tabb High School), and former advancement of control practice. The primary criterion for selection
Astronaut Jon A. McBride (Banquet Guest Speaker). The scholarship is the application and implementation of innovative control con-
evaluators (not in the picture) were Linda Bangert, Suresh Joshi, Tray cepts, methodology, and technology, for the planning, design,
Arthur, Richard White, and Anna Robinson. manufacture, and operation of control systems.
Joshi is Senior Scientist for Control Theory at NASA’s Langley
AIAA HAMPTON ROADS SECTION AWARDS Research Center in Hampton, VA. He received his B.S. and M.S.
SCHOLARSHIPS degrees from India (Banaras University and IIT-Kanpur) and his
Ph.D in electrical engineering from Rensselaer Polytechnic
Paresh Parikh, Ph.D., Chair, AIAA HRS Scholarship Institute, Troy, NY (1973). His research interests have been vari-
ous aspects of multivariable control theory and design with appli-
During its Annual Awards Banquet on 28 May, the Hampton cations to advanced aerospace vehicles and systems, including
Roads Section (HRS) of AIAA awarded $2,000 scholarships each high-performance space-based pointing systems; attitude control,
to two outstanding graduating high school seniors. The AIAA HRS vibration suppression, and maneuvering of flexible space struc-
“Futures in Aerospace” scholarship program is funded through a tures; integrated spacecraft design to accommodate control-struc-
fully endowed scholarship fund and by proceeds from a yearly golf ture interaction; active control of noise; and adaptive control of air-
tournament. Beginning with a single scholarship award of $1,000 craft under anomaly and failures. He is the author/coauthor of over
in 1985, to date 49 awards have been made totaling $74,100. The 200 publications including 3 books in control engineering and
scholarship is open to graduating seniors from all high schools aerospace applications. He is a Fellow of the IEEE (1993), AIAA
located in the area served by the Hampton Roads Section, who (1994), and the ASME (1998), and a recipient of the IEEE Control
plan to pursue undergraduate studies in the field of engineering, System Technology Award (1995), IEEE Judith A. Resnik Award
physical or applied sciences. (2003), ASME-DSCD Charles S. Draper Innovative Practice Award
This year, the committee received 14 applications. The qualifica- (2006), and IEEE-Region 3 (Southeastern US) Outstanding
tions and academic and extracurricular achievements of the appli- Engineer Award (2007).
cant pool were spectacular. Average weighted GPA of this pool of
applicants was 4.14 and an average SAT score of 1925 out of the
possible 2400. The two winners were Katelyn Christein, a gradu- LOS ANGELES SECTION CELEBRATES APOLLO 11
ating senior from Tabb High School, Yorktown, VA, and Jonathan ANNIVERSARY
(Chris) Lee from Mills Godwin High School, Richmond, VA. Both of
Kyle Yang, AIAA Los Angeles Section Technical Co-Chair
the winners plan to study Aerospace Engineering at Virginia Tech.
In addition to the scholarship check, the winners each received a On 23 July, to celebrate the 40th anniversary of man first setting
certificate, and their names were added to a plaque that is on per- foot on the moon, the Los Angeles Section of AIAA, working with
manent display at NASA Langley Research Center. A representa- AIAA Fellow Dr. Buzz Aldrin, hosted over 400 people at the
tive from each winner’s high school, as well as the parents of the California Science Center in Los Angeles at an event that paid trib-
winners, were also recognized during the awards banquet. ute to the past while looking to the future. The event featured view-
ing of the Center’s Sketch Foundation aerospace collection, includ-
ing capsules from the Mercury, Gemini, and Apollo programs, as
CALL FOR PAPERS well as a fragment of a moon rock. The event culminated in a
ICNPAA 2010 World Congress: Mathematical panel discussion on future exploration issues with Aldrin; Educator
Problems in Engineering, Sciences and Aerospace Associate Hal Walker, Tech Plus; Albion Bowers, NASA Dryden;
INPE, Brazil, 30 June–3 July 2010 Associate Fellow John Stammreich, Boeing (ret.); Associate
Fellow Michael Sander, NASA JPL; Maj Gen Thomas Taverney,
On behalf of the International Organizing Committee, it gives USAF (Ret), SAIC; and moderated by Dr. Howard McCurdy,
us great pleasure to invite you to the ICNPAA 2010 World University of Washington.
Congress: 8th International Conference on Mathematical Among the audience were some 50 engineers who had worked
Problems in Engineering, Aerospace and Sciences, which will on Apollo systems. Discussion ranged from issues such as travel-
be held at INPE (National Institute for Space Research), Sao ling to Mars, how to invigorate math and science education in our
Jose dos Campos (SP), Brazil, during 30 June–3 July 2010. secondary schools, and the potential interplay between future
This is an AIAA cosponsored event. manned and unmanned missions. Afterward, Aldrin provided a
Please visit the Web site: www.icnpaa.com for all details. personal introduction to the 3-D IMAX film that takes its name from
his words uttered on the surface moon, Magnificent Desolation.
B8 AIAA BULLETIN / SEPTEMBER 2009
 Institute to send me any available materials about rockets.
NURTURING THE SPARK OF INSPIRATION Some kind person at the AIAA office sent me several books,
including The Guide to Model Rocketry, which was my Bible
David Thompson, Chairman, CEO, and Co-Founder, Orbital Sciences
for years. That was my first contact with AIAA, which has influ-
Corporation
enced my education and subsequent career ever since.
Dave Thompson, currently serving as AIAA President, has been an It took a leap of imagination to think that aerospace engi-
AIAA member since 1972. He was the recipient of AIAA awards dur- neering was something that I could pursue, as no one in my
ing his student years, and is now an AIAA Fellow. He has been family had ever considered such ambitions, but they support-
awarded the National Medal of Technology, the National Air and ed my efforts. I was further helped along by a series of schol-
Space Museum Trophy, and the World Technology Award for arships and fellowships.
Space, and has been named the High-Technology Entrepreneur of A scholarship not only helps with the cost of education, but
the Year. Here, he talks about his beginnings in aerospace: also opens a student’s eyes to possibilities. As important as
the money was, there was also the sense of recognition, an
My obsession with space began when I was three years old. assurance that I was on the right path. That meant more to
Early one evening in the fall of 1957, my dad took me out- me, and to my future in the space industry, than the money.
side, where we stood in our backyard and looked up into the
sky. I saw something that looked like a star shoot across the Thompson recently pledged $100,000 to the AIAA
horizon; I didn’t know what it was, but I was fascinated by Foundation for the David and Catherine Thompson Space
the sight. Technology Scholarship to support undergraduate student edu-
That shooting star was Sputnik II, and I have loved rockets cation. “Giving back the support that others provided for me is
and satellites ever since. A toy rocket became my prized pos- one of the most rewarding things I can do,” says Thompson.
session, and when I went to grade school, my buddies and I “And one of the most important things all of us can do to secure
tried to build real rockets. Our creations would occasionally fly the future of our profession is to give recognition to deserving
for a few seconds, more by happy accident than anything students early on, providing them with both the funds and the
else. This was in the 1960s, when the Space Race captured encouragement to master the field. When it is my time to retire,
the attention of the public, and rocketry was a growing national I want to make sure that today’s students will be ready, since
interest. they are our future.”
In high school, I built bigger and bigger amateur rockets To learn more about the David and Catherine Thompson Space
until I had exhausted all of the information I could find on Technology Scholarship, or the AIAA Foundation, please visit
them. In my research, I discovered AIAA, and asked the www.aiaafoundation.org.

“ASKPOLARIS” LAUNCHED FOR MIDDLE AND HIGH fession: “What types of courses should I be taking in high
SCHOOL STUDENTS AND THEIR PARENTS school?”, “What should I look for in a college engineering pro-
gram?” As well as answering the questions that parents normally
Over the last year, a dedicated group of volunteers from several dif- have about college: “How can I help my child adjust to college
ferent aerospace organizations has come together to assist stu- life?”, “How do I navigate the college application process?”
dents and their parents in the pursuit of college programs that will Caroline Twomey Lamb, former Student Liaison to the AIAA
lead them to careers in the aerospace industry. Julie Albertson, Board of Directors notes, “As AIAA Student Liaison, I’ve fielded
Chair, AIAA Precollege Outreach Committee states, “This website several questions from students trying to select a college and spo-
provides a phenomenal resource for students, parents, teachers ken with many professional members asking my advice relative to
and counselors to navigate the sometimes complex world of their kid’s high school coursework and college searches. It’s grati-
Aerospace Engineering academics.” The new Web site, fying to have worked with a group of knowledgeable individuals to
www.askpolaris.org, offers guidance on college selection, various create this resource that will reach so many more students and
types of aerospace programs that are available, what types of ques- parents than could we on our own.”
tions students and their parents should be asking as they prepare Over 30 AIAA Student members have volunteered to answer
for college visits, and advice on how to fund a college education. questions asked of “AskPolaris”, so that students can get a student
Daphne Dador, Manager, Workforce Programs, Aerospace perspective on college life and the opportunities available to them
Industry Association, pointed out that “The aerospace industry is at the college level for course of study, competitions, research pro-
actively looking for young people to join its ranks to replace work- jects and life as a college student.
ers who are getting ready to retire and ‘AskPolaris’ is a useful tool AIAA and its collaborative partners hope that AskPolaris
to connect young people and their parents to these opportunities.” becomes a most visited Web site, which will provide a gateway to
AIAA Precollege Committee member Prof. Edgar Bering of the the aerospace workforce. For more information about AIAA
University of Houston said, “‘AskPolaris’ was developed by a dedi- Precollege Initiatives, please contact Lisa Bacon at [email protected].
cated team of experts that included current students and parents
working together with professional educators to craft a Web site
that provides a range of excellent advice to prospective engineer- SPACE AND MISSILE GROUP RECOGNIZES HELLMAN
ing students.” FOR EXCEPTIONAL SERVICE
The Web site was designed and is maintained by AIAA staff
with content for the Web site contributed by the FAA, the The Space and Missile Group recog-
Aerospace Industries Association (AIA), the Junior Engineering nized Barry Hellman for his outstanding
Technical Society (JETS), and Careers in Aviation. This unique service as the Associate Chair of the
collaborative effort will give the students and their parents a one- AIAA Space Logistics Technical
stop place to obtain much information. “AskPolaris” provides Committee. The exceptional service
answers to the most commonly asked questions about the engi- award is given in recognition of his
neering profession—“What is engineering?”, “What type of work do exemplary initiative and performance in
aerospace engineers accomplish?” The site also answers the greatly improving the TC by implement-
types of questions that students have about preparing for the pro- ing such features as a TC newsletter
and other communication services.

AIAA BULLETIN / SEPTEMBER 2009 B9

 Aerospace Communications Award is presented for an out-
CALL FOR NOMINATIONS standing contribution in the field of aerospace communications.
Nominations are being accepted for the following awards, and Aerospace Design Engineering Award recognizes design
must be received at AIAA Headquarters no later than 1 October engineers who have made outstanding technical, educational, or
2009. A nomination form can be downloaded from www.aiaa.org, creative achievements that exemplifies the quality and elements of
or AIAA members may submit nominations online using design engineering.
www.aiaa.org, “MY AIAA.”
Air Breathing Propulsion Award is presented for meritorious
Major Awards & Lectureships accomplishment in the science of air breathing propulsion.
Distinguished Service Award gives unique recognition to an
individual member of AIAA who has distinguished himself or her- Chanute Flight Test Award recognizes significant lifetime
self over a period of years by service to the Institute. (Current achievements in the advancement of the art, science, and technol-
national officers and directors are ineligible for this award.) ogy of flight test engineering.
Goddard Astronautics Award is the highest honor AIAA Fluid Dynamics Award is presented for outstanding contribu-
bestows for notable achievement in the field of astronautics. tions to the understanding of the behavior of liquids and gases in
International Cooperation Award recognizes individuals who motion as related to need in aeronautics and astronautics.
have made significant contributions to the initiation, organization, Ground Testing Award is presented for outstanding achieve-
implementation, and/or management of activities with significant ment in the development or effective utilization of technology, pro-
U.S. involvement that includes extensive international cooperative cedures, facilities, or modeling techniques or flight simulation,
activities in space, aeronautics, or both. space simulation, propulsion testing, aerodynamic testing, or other
Public Service Award honors a person outside the aerospace ground testing associated with aeronautics and astronautics.
community who has shown consistent and visible support for Jeffries Aerospace Medicine & Life Sciences Research
national aviation and space goals. Award is presented for outstanding research accomplishments in
Reed Aeronautics Award is the highest award an individual aerospace medicine and space life sciences.
can receive for achievements in the field of aeronautical science Plasmadynamics and Lasers Award is presented for out-
and engineering. standing contributions to the understanding of the physical proper-
Dryden Lectureship in Research emphasizes the great impor- ties and dynamical behavior of matter in the plasma state and
tance of basic research to the advancement in aeronautics and lasers as related to need in aeronautics and astronautics.
astronautics and is a salute to research scientists and engineers.
Propellants and Combustion Award is presented for out-
Durand Lectureship for Public Service is presented for standing technical contributions to aeronautical or astronautical
notable achievements by a scientific or technical leader whose combustion engineering.
contributions have led directly to the understanding and application
Structures, Structural Dynamics and Materials Award is pre-
of the science and technology of aeronautics and astronautics for
sented for an outstanding sustsained technical or scientific contri-
the betterment of mankind.
bution in aerospace structures, structural dynamics, or materials.
von Kármán Lectureship in Astronautics recognizes an indi-
vidual who has performed notably and distinguished himself tech- Survivability Award recognizes outstanding achievement or
nically in the field of astronautics. contribution in design, analysis implementation, and/or education
of survivability in an aerospace system.
Joint Society Awards
The Daniel Guggenheim Medal honors persons who make Theodor W. Knacke Aerodynamic Decelerator Systems
notable achievements in the advancement of aeronautics. This Award recognizes significant contributions to the effectiveness
award is jointly sponsored by AIAA, ASME, SAE, and AHS. and/or safety of aeronautical or aerospace systems through devel-
opment or application of the art and science of aerodynamic decel-
Jay Hollingsworth Speas Airport Award is presented to the erator technology.
person or persons judged to have contributed most outstandingly
during the recent past toward achieving compatible relationships Thermophysics Award is presented for an outstanding singu-
between airports and/or heliports and adjacent environments. lar or sustained technical or scientific contribution by an individual
in thermophysics, specifically as related to the study and applica-
William Littlewood Memorial Lecture highlights a broad tion of the properties and mechanisms involved in thermal energy
phase of civil air transportation considered of current interest and transfer and the study of environmental effects on such properties
major importance. and mechanisms.
Technical Awards Wyld Propulsion Award is given for outstanding achievement
Aeroacoustics Award is presented for an outstanding techni- in the development or application of rocket propulsion systems.
cal or scientific achievement resulting from an individual’s contribu-
tion to the field of aircraft community noise reduction. Service Awards
Engineer of the Year is presented “To an individual member of
Aerodynamics Award is presented for meritorious achieve- AIAA who has made a recent significant contribution that is worthy
ment in the field of applied aerodynamics, recognizing notable con- of national recognition.” Nominations begin at the AIAA Section
tributions in the development, application, and evaluation of aero- level and are due 1 October to the appropriate Regional Director.
dynamic concepts and methods.
Sustained Service Award recognizes sustained, significant
Aerodynamic Measurement Technology Award is presented service and contributions to AIAA by members of the Institute.
for continued contributions and achievements toward the advance-
ment of advanced aerodynamic flowfield and surface measure- For further information, please contact Carol Stewart, Manager,
ment techniques for research in flight and ground test applications. AIAA Honors and Awards, at 703.264.7623 or at [email protected].

B10 AIAA BULLETIN / SEPTEMBER 2009

OBITUARY AIAA CORPORATE MEMBER SPOTLIGHT:
HALLGREN ASSOCIATES, INC. PARTNERS WITH
AIAA Senior Member Died in June PRACTICAL AERONAUTICS, INC.
Richard P. “Dick” Edwards died 3 June. He was 75. Practical Aeronautics, Inc. offers professional development and
Mr. Edwards earned a B.S. in Mechanical Engineering from the continuing education short courses in fundamental aeronautics
University of Arizona, and served as an Air Force pilot. He later and propulsion. By partnering with Hallgren Associates, Inc.,
earned an M.S. in Systems Engineering from UCLA and studied Practical Aeronautics is building on seven years of success and
toward a Doctorate of Business Administration. the experience of teaching nearly 2000 students from audiences
In the 1960s, he worked for several aerospace companies in across DoD, NASA, FAA, and industry. Courses are taught by
Southern California, initially on the Atlas launch vehicle and later award-winning educators and highly experienced pilots.
for North American Aviation on the S-II stage of Saturn rockets. Application of theory is emphasized, providing students the req-
In 1980, he joined the Space Shuttle program at Rockwell uisite aeronautics to appreciate the design tradeoffs inherent in
International, later Boeing, and moved with the program to any air vehicle. While course topics are technical by nature,
Houston, where he was serving as Principal Engineer in System small class size and a building-block approach allow those with
Integration at the time of his death. limited or no technical background to gain the same benefit as
Among his accomplishments was co-authorship of a report to those with a formal engineering education.
the U.S. President regarding changes after the Challenger acci- Past students represent a broad range of professionals work-
dent. Mr. Edwards was very active in AIAA. His other volunteer ing directly or indirectly in the field of aviation—program man-
service included establishing judging policy for the California agers, engineers, aircraft operations and support personnel,
State Science Fair and Co-Founding Space Settlement Design wind tunnel and flight test technicians, administrative personnel,
Competitions, which involve over 1000 high school students new hires, and aircraft enthusiasts. For detailed information
annually worldwide. please visit the Practical Aeronautics Web site at
www.PracticalAero.com.

MEMBERSHIP ANNIVERSARIES
AIAA would like to acknowledge the following members on their continuing membership with the organization.
50-Year Anniversaries James W Johnson Cape Canaveral Martin P Sherman Albuquerque Louis O Gueldner Jr Southwest Texas
Dwigh Abbott Los Angeles Jeremy B Jones San Gabriel Valley Wayne E Simon Rocky Mountain Lloyd E Hackman Palm Beach
L A Adkins Atlanta Stanley J Kaplan Connecticut Charles A Sinclair San Francisco Palmer O Hanson Jr Central Florida
Alfred A Amann Vandenberg Henry Katz Northern New Jersey Philip W Smith Dayton/Cincinnati Wayne A Harmening Southern New Jersey
Robert J Arenz Los Angeles David L Kohlman Rocky Mountain Robert C Speiser Orange County G W Hawk Niagara Frontier
Paul K Arthur White Sands Space Harbor Peter R Kurzhals Orange County Raymond J Stalker Australia George R Huson National Capital
William B Baker Jr Tennessee Robert L Larson Los Angeles Morris A Steinberg Los Angeles Gordon W Johnson Orange County
Gordon B Bakken Alabama/Mississippi James P Loomis Columbus Paul M Steiner Phoenix Eldon L Knuth San Fernando Pacific
Richard H Berks New England Azriel K Lorber Israel John G Tietz Pacific Northwest Joseph Mallen Greater Philadelphia
William R Bertelsen Illinois Frank E Lowther Laurence B Trollen Pacific Northwest Richard E Martin San Diego
Richard P Bobco Los Angeles William R Lucas Alabama/Mississippi Frederick L Tuttle St. Louis Bernard P Miller Northern New Jersey
Barry W Boehm Los Angeles G Lennart Magnusson Sweden Robert T Uda San Diego John Mockovciak Jr North Texas
William J Brandel National Capital M W Mandel Long Island Reginald I Vachon Atlanta H D Moran Rocky Mountain
Jere G Castor Phoenix Guy R Manger Switzerland Woodward Waesche National Capital Richard C Much San Francisco
Earl D Chaney Jr San Diego Charles Martin Albuquerque George D Waldman New England Tony Passera New England
Robert L Chapkis Los Angeles Larry B Mattson Los Angeles Howard L Wesoky National Capital Richard A Pride Hampton Roads
Michael V Ciminera Los Angeles Daniel Mc Keown San Diego Kenneth Weston Oklahoma Milton L Rand St. Louis
T J Cokonis Greater Philadelphia Allan J McDonald Utah Charles D White Jr Baltimore Thomas R Rooney Los Angeles
M Alan A Covington San Francisco Stanley C Mellin Los Angeles Stanley C White,MD Cape Canaveral Harold E Royston Phoenix
Roger A Crawford Tennessee Tomio Mitsunaga Utah Chester L Whitehair Los Angeles Joaquin A Saavedr National Capital
Ernest J Cross Jr Hampton Roads John J Nestor Orange County Edward Wolf Illinois Harris M Schurmeier San Diego
Lloyd W Curtis Wichita Conrad F Newberry Point Lobos James C Young Southwest Texas Clifford J Shaver Long Island
Paul J De Fries San Diego Richard A Oman Long Island Nathaniel K Zelazo Wisconsin Richard S Snedeker Northern New Jersey
Richard R Denno Los Angeles Ralph B Owen Pacific Northwest Ronald A Zollner New England Charles R Stone Twin Cities
John N Dickson Alabama/Mississippi Paul A Penzo San Gabriel Valley Frederic E Titus Pacific Northwest
Donald M Dix National Capital Aldo A Peracchio Connecticut 60-Year Anniversaries Robert L Trimpi Hampton Roads
Jerry Doniger Palm Beach Pierre C Perrier France Barnet R Adelman San Francisco Harris C True Northern Ohio
Donald B Doolittle Baltimore Bobby W Phillips San Gabriel Valley Edward M Allen Southern New Jersey Richard R Tumlinson Wichita
Robert E Duffy Northeastern New York Mauro Pierucci San Diego William H Anderson Pacific Northwest Thomas Vrebalovich Los Angeles
Robert W Farquhar National Capital Jay D Pinson San Francisco M W Bell Los Angeles Reginald J Wallace Canada
Rowland G Freeman III Hampton Roads Alex Pisciotta Jr San Diego David Bevan Greater Philadelphia George R Weinbrenner Southwest Texas
Donald J Fressie Indiana Robert V Plank Arrowhead James S Bowman Jr Hampton Roads Frank A Woodward Pacific Northwest
John A Ganger Dayton/Cincinnati Ernie W Pope Baltimore James D Burke San Gabriel Valley
William A Gaubatz Los Angeles Gerald A Pounds Atlanta Eugene W Cairns Carolina 70-Year Anniversaries
John A George St. Louis Louis A Povinelli Northern Ohio Cleophas M Clark Tennessee G V Amico Central Florida
Ralph J Gerke Northern Ohio James L Rand Southwest Texas Peter W D’Anna Baltimore W T Bell Arrowhead
Joshua E Greenspon Baltimore Kenneth W Randle Utah Richard A Deutsch Central Florida Conbert H Benneck Connecticut
Ian M Hall Great Britain John W Rockensies Long Island Edward G Dorsey Jr Carolina Ray T Chevedden Los Angeles
Philip T Harsha San Diego M David Rosenberg Delaware Darshan S Dosanjh Central New York Edward E Francisco J Phoenix
Thomas J Heal Sacramento Joseph Rosener Jr Orange County Charles M Ehresman Indiana George S Graff St. Louis
Laurence J Heidelberg Northern Ohio Stanley G Rubin Palm Beach Ned R Foster Central Florida Eustace P Hetzel Los Angeles
Bastian Hello National Capital James E Sadler Orange County William A French Central Florida Jerry Pavelka Connecticut
Raymond G Hemann San Gabriel Valley George R Schneiter Hampton Roads George C Gatje Hampton Roads Louis A Payne San Diego
Charles A Henry Orange County Arnold E Seigel National Capital Calvin A Gongwer San Gabriel Valley John Voge Atlanta
Charles A Huebner Hungary Richard H Sforzini Alabama/Mississippi Quentin J Goss San Diego
Latif M Jiji Long Island Leslie M Sheppard Adelaide Glenn C Grimes San Francisco

AIAA BULLETIN / SEPTEMBER 2009 B11

AIAA WELCOMES NEW MEMBERS, JOINED JUNE 2009
REGION I REGION II REGION IV Los Angeles REGION VII Israel
Garrett J. Murphy Omry Einav
Baltimore Alabama/Mississippi Houston Belgium
Tomoya T. Ochinero Aharon Klaiman
Timothy G. McGee Nathan C. Alday Pamela J. Britton Christophe R. Paridaens
Derek Saddler
Erin Mcmahon Karen Altino Robert L. Wilson Bayindir H. Saracoglu Italy
Timothy Trenkle Benton Derrick Orange County Adriano P. Ceccherini
Chris C. Fulton North Texas Mark A. Huebner Brazil
Silvio Cocuzza
Connecticut Steven L. Gordon Larry B. Taylor Mike Louie Rodrigo P. De La Fuente
Thomas G. Johnson Jeff Montgomery Carlos H. Torres Jose Franca Japan
Jun Shi Holloman/Alamogordo
Patrick A. Tobbe Yoshiyuki Fujitsuna
Sandra A. McIntosh Pacific Northwest Canada
David R. Walker Katsuyoshi Fukiba
Greater Philadelphia Erica L. Lannoye Awot M. Berhe
Douglas G. Westra Kaname Kawatsu
John Hartenstine REGION V Anibal Lozada Stuart Eagleson
Heath E. Wilson Kenichi Kushiki
Robab Safa-Bakhsh Paul J. Willoughby Patrick Marmillod
Rocky Mountain Dongyoun Kwak
Atlanta Andrew E. Simms
Hampton Roads Richard Baumeister Phoenix Tatsuo Minohara
Robert J. Brackin Timothy S. Waung
Ji Su Robert E. Chambers, III Chad Devere Mitsuhiro Murayama
Edmund Leigh Jacob Dembeck Edwin L. Harvey China (PRC)
National Capital David Spencer Colette M. Hallgren Mexico
Ying Huai
Harry M. Elmendorf Allan T. Kirkpatrick Sacramento Catalina E. Stern
Cape Canaveral Xie Kan
Tom Foust Marc Saunders Charles P. Bruner
Anders P. Bergmann Poland
Christopher Henry Paul Washington France
San Diego Tomasz Goetzendorf-
Timothy R. Hughes Central Florida David Wilson, Jr. Gregory Gelly
Christian E. Contreras Grabowski
Wiener Kernisan Timothy L. Ford Jean-Philippe Heliot
St. Louis Petar D. Simich
Yasmine Landin Kevin T. Rigby Gaetan Le Forestier South Africa
Richard A. Hudson Tricia Sur
Aaron Lewis Laurent Tixier Ferdi Herbst
Nancy Nolting Greater New Orleans Tim Smith San Francisco
Robert Searle Mounir Z. Sabbagh Alexandre M. Bayen Germany South Korea
Twin Cities Fabio Almeida
Roya Shambayati Joseph C. Brooks Jongho Choi
Palm Beach Kristopher W. Gerber Christoph Aulitzky
Andrea G. Hsu
New England David Giel Erich Schuelein Sweden
Lucinda M. Fleury REGION VI San Gabriel Valley Guido Sperl Richard B. Crowe
John E. Gerrish No Section Assignment Corrine E. Gatto Johan Revstedt
Antelope Valley
Emmanuel Sanchez E. David Skulsky Great Britain
Marty Brenner
Northern New Jersey Mehdi Ghoreyshi Switzerland
Frank A. Lepore Tucson
Gene J. Mikulka, II REGION III Shaun R. Kenyon Marcus Ramalho
Andrew J. Rowe Daniel V. Macinnis Eduardo A. Pena
Southern New Jersey Indiana Johnny Williams Taiwan
Ning Chai Arrowhead
Corey R. Menzer India Cheng-Chiang Hsu
Joseph R. Pasek Utah
Andrew Wakefield P. V. Ravi
Northern Ohio Fred Brasfield The Bahamas
David J. Anderson China Lake
Southern Tier Iran Sattesh Rattan
Daniel A. Herman Anna R. Merritt Vandenberg
James M. Doehring S. M. Nima Shojaee
David B. Langan

B12 AIAA BULLETIN / SEPTEMBER 2009

 Information for Authors
20th AAS/AIAA Space Flight Mechanics Meeting The official conference Web site is located at: www.space-
flight.org/AAS_meetings/2010_winter/2010%20winter.html,
14–17 February 2010 which is accessible from the AAS Web site at www.space-
San Diego Marriott Mission Valley flight.org. Conference information, rules, and regulations are
San Diego, California maintained and updated via the web; authors should refer to the
official Web site for the most current information.
Abstract Deadline: 5 October 2009 The abstract submission deadline is 5 October 2009. Please
be aware that this date has been set at the latest possible date
The 20th Space Flight Mechanics Meeting will be held 14–17 for the convenience of contributors and that there are no plans
February 2010, at the San Diego Marriott Mission Valley in to defer this deadline due to the constraints of the conference
San Diego, CA. The conference is organized by the American planning schedule. Should the number of submissions exceed
Astronautical Society (AAS) Space Flight Mechanics Committee the limited number of presentation slots, preference will be given
and cosponsored by the AIAA Astrodynamics Technical to the earliest submissions. Notification of acceptance will be
Committee. Papers are solicited on topics related to space flight sent via e-mail by 16 November 2009.
mechanics and astrodynamics, including, but not limited to: To submit an abstract, use the web-based submission system
• Artificial and natural space debris accessible from the official conference Web site. By submitting
• Asteroid and non-Earth orbiting missions an abstract, the author affirms that the paper’s majority content
• Atmospheric re-entry guidance and control has not been previously presented or published elsewhere.
• Attitude dynamics, determination and control Detailed author instructions will be sent by e-mail after the
• Dynamical systems theory as applied to space flight problems abstract has been submitted. As part of the online submission
• Dynamics and control of large space structures and tethers process, authors are expected to provide:
• Earth orbital and planetary mission studies 1) A paper title, as well as the name, affiliation, postal
• Flight dynamics operations and spacecraft autonomy address, telephone number, and e-mail address of the corre-
• Orbit determination and space surveillance tracking sponding author.
• Orbital dynamics, perturbations, and stability 2) A two-page extended abstract of at least 500 words, in the
• Rendezvous, relative motion, proximity missions, and forma- Portable Document File (PDF) format. The extended abstract
tion flying should provide a clear and concise statement of the problem to
• Satellite constellations be addressed, an explanation of its significance, the proposed
• Spacecraft guidance, navigation and control method of solution, the results expected or obtained, and sup-
• Trajectory/mission/maneuver design and optimization porting tables and figures as appropriate. A list of pertinent refer-
Papers will be accepted based on the quality of an extended ences should be included.
abstract (see below), the originality of the work and ideas, and 3) A condensed abstract (100 words maximum) to be included
the anticipated interest in the proposed subject. Papers that in the printed conference program. The condensed abstract is to
contain experimental results or current data, or report on ongo- be entered into the text box provided on the web page, and must
ing missions, are especially encouraged. avoid the use of special symbols or characters, such as Greek
Final manuscripts are required before the conference. The letters.
working language for the conference is English.
Technology Transfer Warning
Special Sessions Technology transfer guidelines substantially extend the time
Proposals are solicited for appropriate special sessions, such required to review abstracts and papers by private enterprises
as panel discussions, invited sessions, workshops, and mini- and government agencies. These reviews can require four
symposia. Potential special session organizers should submit months or more. Plan accordingly to preclude late submissions
a proposal to the Technical Chairs. For a panel discussion, this and paper withdrawals. It is the responsibility of the author(s) to
proposal should include a title of the discussion, a brief descrip- determine the extent of necessary approvals prior to submitting
tion of the topics to be discussed, and a list of the speakers an abstract.
and their qualifications. For an invited session, workshop, or
mini-symposium, the proposal should consist of the title of the
Visas
Foreign contributors requiring an official letter of acceptance
session, a brief description, and a list of proposed activities and/
for a visa application should contact the Technical Chairmen by
or invited speakers and paper titles.
e-mail at their earliest opportunity.
Updated and additional information on the conference will
be posted at the AAS Space Flight Mechanics Committee Web
“No Paper / No Podium” Policy
site: www.space-flight.org.
Completed manuscripts are to be electronically uploaded to
the Web site prior to the conference in PDF format, be no more
Breakwell Student Travel Award
than 20 pages in length, and conform to the AAS paper format.
The AAS Space Flight Mechanics Technical Committee
If the completed manuscript is not contributed on time, then it
also announces the John V. Breakwell Student Travel Award.
will not be presented at the conference and will not appear in the
This award will provide travel expenses for up to three U.S.
conference proceedings. Any paper that is not presented for any
and Canadian students presenting papers at this conference.
reason will be considered to be withdrawn and will not appear in
Students wishing to obtain this award are strongly advised to
the conference proceedings. Prior to presentation, the present-
submit their completed paper by the abstract submittal deadline
ing author will provide the session chair with a short biographical
to allow for judging. The maximum coverage per student is lim-
sketch and, if requested, a paper copy of the manuscript and
ited to $1000. Further details and applications may be obtained
presentation.
at www.space-flight.org.

B14 AIAA BULLETIN / SEPTEMBER 2009

 Questions concerning the submission of papers should be For all other questions regarding the conference, please con-
addressed to the technical chairs. tact the General Chairs:
AAS Technical Chair AAS General Chair
Daniele Mortari Aaron Trask
Texas A&M University Apogee Integration
Department of Aerospace Engineering 11654 Plaza America Drive, #634
H.R. Bright Building, Rm. 611C Reston, VA 20190
Ross Street - TAMU 3141 703.808.0609
College Station, TX 77843-3141 E-mail: [email protected]
979.845.0734 • 979.845.6051 FAX
E-mail: [email protected] AIAA General Chair
James K. Miller
AIAA Technical Chair 19265 Braemore Road
Thomas F. Starchville, Jr. Northridge, CA 91326
The Aerospace Corporation 818.488.1873
M/S: CH4-500 E-mail: [email protected]
15049 Conference Center Drive
Chantilly, VA 20151
571.307.4203 • 571.307.4217 FAX
E-mail: [email protected]

09-0438_1/2

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AIAA BULLETIN / SEPTEMBER 2009 B15

 Extended Abstract Submittal Requirements
10th AIAA Aviation Technology, Integration, and In order to strengthen these technical conferences, paper
Operations (ATIO) Conference and selection will be based on extended abstracts of at least 1500
13th AIAA/ISSMO Multidisciplinary Analysis and words. Extended abstracts must include the motivation/signifi-
Optimization Conference cance of the work’s technical approach and a preliminary version
of actual results/findings, along with key figures and references.
13–15 September 2010 Submissions that do not comply with these requirements will not
Renaissance Worthington Hotel be accepted.
Fort Worth, Texas
“No Paper, No Podium” and “No Podium, No Paper”
Abstract Deadline: 8 February 2010 Policies
Final Manuscript Deadline: 26 August 2010 If a written paper is not submitted by the final manuscript
deadline, authors will not be permitted to present the paper at
Introduction the conference. It is the responsibility of those authors whose
From cell phones to automobiles, from energy generation to papers or presentations are accepted to ensure that a represen-
air transportation systems, we live in a world of complex sys- tative attends the conference to present the paper. If a paper is
tems. Our daily lives depend on the reliability and ease of use of not presented at the conference, it will be withdrawn from the
such products and systems. The dominant role of complex sys- conference proceedings. These policies are intended to elimi-
tems in the modern technological society is demanding increas- nate no-shows and to improve the quality of the conference for
ingly sophisticated analysis and design methods from the engi- attendees.
neering and scientific communities. AIAA is bringing together two
of its premier conferences to explore and showcase the best of Publication Policy
these sophisticated design tools and methods and the products AIAA will not consider for presentation or publication any
they generate. Practicing engineers, researchers, and policymak- paper that has been or will be presented or published elsewhere.
ers will interact to explore ideas, share research, and discuss the Authors will be required to sign a statement to this effect.
foremost issues in complex systems design and analysis.
Final Manuscript Guidelines
General Conference Information An Author’s Kit containing detailed instructions and guide-
lines for submitting papers will be made available to authors of
Joint Sessions accepted papers. Authors must submit their final manuscripts via
Given the critical importance of the design of complex sys- the conference Web site no later than 26 August 2010.
tems to global interests and technological competitiveness, the
10th AIAA ATIO Conference and the 13th AIAA/ISSMO MDO Warning—Technology Transfer Considerations
Conference have identified synergistic topics for joint sessions, Prospective authors are reminded that technology transfer
aimed at promoting collaboration between communities as well guidelines have considerably extended the time required for
as providing a venue for dissemination to a much broader audi- review of abstracts and completed papers by U.S. government
ence. The topics for these sessions include: agencies. Internal (company) plus external (government) reviews
can consume 16 weeks or more. Government review if required
• Aircraft Design is the responsibility of the author. Authors should determine the
• Aerospace System Applications of MDO extent of approval necessary early in the paper preparation pro-
• Complex System Design Methodologies cess to preclude paper withdrawals and late submissions. The
• Decision Support Processes and Tools for Complex Systems conference technical committee will assume that all abstracts
• Enabling Technologies for Complex System Design papers and presentations are appropriately cleared.
Abstract Submittal Procedures International Traffic in Arms Regulations (ITAR)
Abstract submissions will be accepted electronically through AIAA speakers and attendees are reminded that some top-
the AIAA Web site at www.aiaa.org/events/atio and www.aiaa. ics discussed in the conference could be controlled by the
org/events/mao. Once you have entered the conference Web
site, on the right-hand side, click “Submit a Paper” and follow
the instructions listed. This Web site will be open for abstract
submittal starting 1 September 2009. The deadline for receipt of
abstracts via electronic submittal is 8 February 2010.
If you have questions regarding the submission crite-
ria or questions about AIAA policy, please contact Society
Administrator Ann Ames at [email protected] or 703.264.7549. If
you have any difficulty with the submittal process, please e-mail
ScholarOne Technical Support at [email protected]
or call 434.964.4100 or 888.503.1050 (toll-free, U.S. only).
Questions pertaining to the abstract or technical topics should
be referred to the corresponding Technical Program Chair.
General inquiries concerning the program format or policies of
the conference should be directed to the corresponding confer-
ence General Chair.
Authors will be notified of paper acceptance or rejection on or
about 22 April 2010. Instructions for preparation of final manu-
scripts will be provided for accepted papers.

B16 AIAA BULLETIN / SEPTEMBER 2009

International Traffic in Arms Regulations (ITAR). U.S. nation-
als (U.S. citizens and permanent residents) are responsible for ATIO General Chair
ensuring that technical data they present in open sessions to Dimitri Mavris
non-U.S. nationals in attendance or in conference proceedings Professor
are not export restricted by the ITAR. U.S. nationals are likewise Boeing Professor of Advanced Aerospace Systems Analysis
responsible for ensuring that they do not discuss ITAR export- Georgia Institute of Technology
trestricted information with non-U.S. nationals in attendance. Atlanta, GA
E-mail: [email protected]
10TH AIAA AVIATION TECHNOLOGY, INTEGRATION,
AND OPERATIONS (ATIO) CONFERENCE: THE FUTURE ATIO Technical Program Chairs
OF GLOBAL AVIATION—COMPLEX ANALYSIS FOR A David R. Maroney
COMPLEX SYSTEM Lead Systems Engineer
Center for Advanced Aviation System Development (CAASD)
Synopsis The MITRE Corporation
Society’s dependence on complex systems is exemplified by McLean, VA
our modern air transportation system. From airframe design to E-mail: [email protected]
air traffic control to baggage handling, the technologies and sys-
tems we rely on are becoming increasingly sophisticated. The Danielle Soban
increasing demand for air travel is resulting in more aircraft, new Senior Research Engineer
airports, and new challenges on the infrastructure that supports Aerospace Systems Design Laboratory
them. The design of aircraft and the systems in which they oper- Georgia Institute of Technology
ate require advanced multidisciplinary design tools and method- Atlanta, GA
ologies. New paradigms in technology, innovative aircraft con- E-mail: [email protected]
figurations and design solutions, and new operational systems Theme Chair
are emerging for this future, sympathetic aviation world. Mark Price
The AIAA Aviation Technology, Integration, and Operations Professor of Aeronautics
(ATIO) Conference has an established reputation for bringing Director of Research Integrated Aircraft Technologies
together aviation professionals, practicing engineers, researchers, School of Mechanical and Aerospace Engineering
and policymakers to explore ideas, share research, and create Queen’s University
interactive opportunities in response to these issues. On its land- Belfast, UK
mark 10th anniversary, the conference has chosen the theme of E-mail: [email protected]
The Future of Global Aviation—Complex Analysis for a Complex
System and is seeking the views of the community on how we ATIO TECHNICAL PROGRAM COMMITTEES
can take aviation to the next plateau. Particular emphasis is
placed on relevant aircraft design and design methodologies. Aircraft Design Technical Committee
Dennis Carter, Air Force Research Laboratory
Who Should Attend? William Crossley, Purdue University
Every aviation professional who is interested in understanding Gil Crouse, Auburn University
how the latest technologies and methods are being exploited to Aircraft Operations Technical Committee
develop the next generation of air vehicles, how the air transpor- Brian Baxley, NASA Langley Research Center
tation system works, and how a more economically and environ- Parimal Kopardekar, NASA Ames Research Center
mentally efficient system can be created, through enhancements
and innovations in vehicle and air traffic control technology, with- Air Transportation Systems Technical Committee
in the context of the next generation system of systems. Daniel DeLaurentis, Purdue University
Joe Post, Federal Aviation Administration
Why Should You Attend? Kapil Sheth, NASA Ames Research Committee
No matter where you are in the spectrum of aviation profes-
Economics Technical Committee
sionals—whether a designer or an operator, a disciplinary scien-
Richard Curran, Delft University of Technology
tist or a system engineer, a technologist or a policymaker—ATIO
is the place where everyone comes together to discuss the criti- General Aviation Technical Committee
cal aviation issues of our time … and our future. Brian Richardet, Cessna Aircraft Company

What is the Hot Topic? Technical Activities Committee

The Design, Analysis, and Operation of Complex Systems. Satish Mohleji, MITRE CAASD
The capability to integrate disciplines as disparate as economics, Value Driven Design Program Committee
noise and acoustics, and advanced materials, and then to under- Paul Collopy, DFM Consulting
stand their behavior and assess their impact at the aircraft and Peter Hollingsworth, University of Manchester
air traffic system levels, is paramount in creating and ensuring a
safe, secure, efficient, and economic air transportation system.
• Aircraft Design and Design Methodologies
What Will My Takeaway Be? • Air Transportation Systems/Air Traffic Management Systems
A network and knowledge base covering the breadth of the • Systems & System Integration
aviation field. You will have an awareness of the dominant
issues and technologies of our time, the key technologists and Papers describing innovations in technology or methods are
experts in these areas, and what goals we are all striving toward. now being solicited to support these conference themes, particu-
There are three main streams to this call for papers: larly those which will stimulate discussion and invoke new ideas
for the aviation community.

AIAA BULLETIN / SEPTEMBER 2009 B17

Technical Topics 13TH AIAA/ISSMO MULTIDISCIPLINARY ANALYSIS AND
OPTIMIZATION CONFERENCE: ENABLING COMPLEX
Aircraft Design and Design Methodologies
DESIGN FOR THE 21ST CENTURY
The capabilities provided by advanced computational and
analysis methods are being matched by developments in tech-
Synopsis
nologies, such as materials and propulsion systems in both
This conference will celebrate the 25th anniversary of the first
military and civil sectors. Papers are sought on everything from
Multidisciplinary Analysis and Optimization (MA&O) conference.
design methods to case studies, from system and vehicle level
Key advances in methodology, process, and tool development
down to detail subsystems. Topic areas include but are not lim-
will be presented. Of particular interest are the continuing chal-
ited to:
lenges associated with the design and optimization of large-
• Design Synthesis and Multi-Disciplinary Optimization scale coupled design problems, and the ways in which recent
• Advanced Systems Integration technological advances—particularly in modeling, simulation,
• Innovative Concepts and Technologies (including Energy and visualization—provide an enabling platform for achieving
Optimized Systems, All-Electric Aircraft) a truly integrated system design. A retrospective panel session
• Cost Effectiveness of Aerospace Systems with Multidisciplinary Design Optimization (MDO) Award winners
and leaders in key MA&O areas will assess past contributions
Air Transportation: Aircraft Operations and Air Traffic to the field, the present state of the art, and the challenges and
Management Systems opportunities that now face the MA&O community.
Also playing a vital role in addressing environmental concerns
and transportation issues are the air traffic systems that guide Who Should Attend and Why?
aircraft around the globe. Research in technologies to increase The prevalence of complex engineered systems in our daily
system and aircraft efficiency and to manage aircraft operations lives and the dependence of national interests on such engi-
at optimal levels are topics of interest for this conference. Papers neered systems demand theories, methodologies, processes,
are sought that discuss research and analyses on any of a broad and tools that can enable the implementation of an optimal sys-
range of topics, including (but not limited to): tematic design approach to maximize economic benefits. The
MAO conference provides a platform for practitioners, research-
• Enterprise Architecture systems for communications, naviga- ers, and policymakers to explore the most cutting-edge develop-
tion, surveillance, flight planning, and air traffic control ments to accomplish this goal. Rapid developments in enabling
• Integrated Net-Centric Operations for air traffic management technologies will be a major focus of the conference.
• Safety Certification of commercial, military, and general avia-
tion aircraft, both manned and unmanned Security Systems MAO Technical Topics
for airports and aircraft Abstract submissions are invited for multidisciplinary applica-
• System Operational Efficiency with increased demand and tions ranging from aerospace to automotive to power systems.
new aircraft types Of interest are contributions that address topics in MDO meth-
odology development, optimization method development, uncer-
Systems and Systems Integration
tainty quantification and incorporation in MDO, design methods
The supporting technologies and applications needed to facili-
with a focus on complex system and vehicle design, MA&O
tate developments in complex systems are key elements in the
applications and tools, and enabling technologies for MA&O
future of aviation, including those relating to future vehicle sys-
(modeling, simulation, and visualization). Topics of interest
tem concepts such as electric aircraft or fuel cell power systems,
include but are not limited to:
and operationally, as expounded by NextGen and the Single
European Sky ATM Research (SESAR). Papers are sought Enabling Technologies for MA&O
which describe methodologies for systems analysis and applica- • Multidisciplinary Analysis and Design Optimization Software
tions in the context of these future concepts and technologies. – Algorithms
Topic areas include but are not limited to: – Architectures and Frameworks
• Visual Design Steering
• Analysis of complex aviation systems
• Design Space Exploration
• System-wide methodologies
• Visualization and Interfaces for Decision Support in MDO
• Application of systems analysis to aerospace design
• Modeling Methods
• Integration of advanced technologies in vehicle and opera-
• Meta-Modeling Methods
tional systems
• High-Performance Computing for MDO
• Data Handling in Distributed Computing for Complex Design
Educational Outreach
• Web-Based Computing and Collaboration
AIAA has a strong commitment to supporting the education
• Multidisciplinary Analysis Methods that Enable Design and
of the next generation of aerospace engineers. Following this
Optimization
year’s technical portion of the conference will be a unique edu-
cational outreach event that brings together local students and Multidisciplinary Design Optimization Methodologies
aerospace professionals. The event will feature presentations • Decomposition Methods for MDO
given by members of the aerospace community, as well as a • Value Driven Design Methods
variety of relevant hands-on activities, including possible tours of • Design for X in MDO
local aerospace facilities. If you, as an aerospace professional • Decision Theory in MDO
or a local educator, would like to contribute ideas or resources, • Game Theory in MDO
or otherwise be involved in the planning of this effort, contact • Complex System Design
Dennis Carter at [email protected] or Danielle Soban • Aerospace Vehicle Design
at [email protected].

B18 AIAA BULLETIN / SEPTEMBER 2009

 • Multi-Criteria Optimization
MAO General Chair • Gradient-Based Optimization
Christina L. Bloebaum • Multi-Scale Optimization
Professor • Shape and Topology Optimization
University at Buffalo • Structural Optimization
Buffalo, NY • Aerodynamic Optimization
E-mail: [email protected]
Uncertainty and Reliability Methods in MA&O
MAO Technical Program Chairs • Uncertainty Quantification and Analysis
Eliot Winer • Methods for Capturing Uncertainty
Associate Director and Associate Professor • Methods for Representing Reliability
Virtual Reality Applications Center • Reliability in Complex Systems Design
Department of Mechanical Engineering • Risk Analysis
Iowa State University • Robust Design
Ames, IA
E-mail: [email protected] Applications of MA&O
• Aerospace Systems
Scott Zink • Space Launch Systems
Structural Engineer Staff • Automotive Systems
Lockheed Martin Aeronautics Company • Structural Applications
Fort Worth, TX • Manufacturing Applications
E-mail: [email protected] • Weapon Design and Optimization
• Consumer Products
MAO INTERNATIONAL ORGANIZING COMMITTEE • Renewable Energy Systems
• Micro- and Nano-technology
International Chair (ISSMO)
• Material Design
Vassili Toropov
• Bio-Technology
University of Leeds
• Chemical Processes
E-mail: [email protected]
• MDO Benchmark Problems
International Chair (Asia)
Specially Organized Sessions and Panels
Semyung Wang
The conference organizers welcome individuals who wish
Professor and Head
to organize a special panel or technical paper session. Those
School of Information and Mechatronics
who wish to do so should submit a short proposal describing the
Gwangju Institute of Science & Technology (GIST)
nature of the session as it relates to the topics of interest speci-
Gwangju, Korea
fied in this call for papers. Importantly, the proposal should also
E-mail: [email protected]
include the names of the organizers and participants. Those
International Chair (South America) interested in submitting proposals may contact Eliot Winer at
Emílio Carlos Nelli Silva [email protected] or Scott Zink at [email protected].
Professor Please note that any paper proposed as part of a special ses-
Department of Mechatronics and Mechanical Systems Engineering sion must have an abstract submitted by the abstract deadline
Escola Politécnica of the University of São Paulo and will be reviewed under AIAA guidelines.
São Paulo, Brazil
E-mail: [email protected] Student Paper Competition
Undergraduate and graduate students are encouraged to
Student Paper Competition Chair submit papers in the technical topics listed in the call for papers.
Samy Missoum Co-authored papers are welcome. However, the first author must
Assistant Professor be a student, and the conference presentation should be made
Aerospace and Mechanical Engineering Department by a student author. The student must have played a key role in
University of Arizona the research and writing of the paper, and must be a registered
Tucson, AZ student at the time the final paper is submitted. Student authors
E-mail: [email protected] of the top papers will be presented an award from the AIAA
Multidisciplinary Design Optimization Technical Committee at the
conference. Each submission will be judged on the paper and
a poster presentation at the conference. Judging criteria are: 1)
the originality of work; 2) the paper’s potential importance to the
• Aeroelastic/Aeroservoelastic Optimization and Design field; and 3) its clarity. Student paper competition abstracts may
• Emerging MDO Areas be submitted via the conference Web site and are due by the
abstract deadline. For more information, contact Samy Missoum
Optimization Methods and Algorithms at [email protected].
• Sensitivity Analysis Methods
• Discrete Variable Optimization
• Non-Deterministic Optimization
• Evolutionary Methods

AIAA BULLETIN / SEPTEMBER 2009 B19

New and
Forthcoming Titles
AIAA eBooks!
More than 200 AIAA books—including formerly out-of-print titles—are now available in e-book format for viewing online
or downloading to your computer. Purchase chapters or the entire book. Check them out today at http://ebooks.aiaa.org.

Aircraft Engine Controls: Design, System Analysis, and Fundamentals and Applications of Modern Flow Control
Health Monitoring Link Ronald D. Joslin and Daniel Miller
Link C. Jaw, Scientific Monitoring, Inc. and Jack D. Progress in Astronautics and Aeronautics Series, Vol. 231
Mattingly, Mattingly Consulting 2009, 231 pages, Hardback
AIAA Education Series ISBN: 978-1-56347-983-0
2009, 384 pages, Hardback AIAA Member Price: $79.95
ISBN: 978-1-60086-705-7 List Price: $104.95
AIAA Member Price: $74.95
List Price: $99.95 Fundamentals of Ground Combat System Ballistic
Vulnerability/Lethality
Aircraft Fuel Systems Paul H. Deitz, Harry L. Reed, Jr., J. Terrence Klopcic, James
Roy Langton, Chuck Clark, Martin Hewitt, and Lonnie N. Walbert , Eric W. Edwards, William L. Hacker, William L.
Richards Kincheloe , and Dennis C. Bely
AIAA Education Series Progress in Astronautics and Aeronautics Series, Vol. 230
2009, 341 pages, Hardback 2009, 384 pages, Hardback
ISBN: 978-1-56347-963-2 ISBN: 978-1-60086-015-7
AIAA Member Price: $114.95 AIAA Member Price: $89.95
List Price: $149.95 List Price: $119.95

Analytical Mechanics of Space Systems, Second Edition Fundamentals of Kalman Filtering: A Practical Approach,
Hanspeter Schaub, Virginia Polytechnic Institute and State
University and John L. Junkins, Texas A&M University Third Edition
Paul Zarchan and Howard Musoff, MIT Lincoln Laboratory
AIAA Education Series
2009, 800 pages, Hardback Progress in Astronautics and Aeronautics Series, Vol. 232
ISBN: 978-1-60086-721-7 2009, 882 pages, Hardback
AIAA Member Price: $79.95 ISBN: 978-1-60086-718-7
List Price: $104.95 AIAA Member Price: $104.95
List Price: $134.95
Computational Modelling and Simulation of Aircraft and
the Environment: Volume I: Platform Kinematics and Hypervelocity Gouging Impacts
Synthetic Environment John D. Cinnamon, Air Force Institute of Technology
Dominic J. Diston Progress in Astronautics and Aeronautics Series, Vol. 228
2009, 233 pages, Hardback
AIAA Education Series
Online E-Book at http://ebooks.aiaa.org
2009, 384 pages, Hardback
ISBN: 978-1-60086-704-0
AIAA Member Price: $74.95 Selected Aerothermodynamic Design Problems of
List Price: $94.95 Hypersonic Flight Vehicles
Ernst H. Hirschel and Claus Weiland
Finite Element Structural Analysis: New Concepts Progress in Astronautics and Aeronautics Series, Vol. 229
J.S. Przemieniecki, Air Force Institute of Technology (Ret.) 2009, 540 pages, Hardback
AIAA Education Series ISBN: 978-1-56347-990-8
August 2009, 138 pages, Hardback AIAA Member Price: $89.95
ISBN-13: 978-1-56347-997-7 List Price: $119.95
AIAA Member Price: $69.95
List Price: $89.95 Small Satellites: Past, Present, and Future
H. Helvajian and S. Janson, The Aerospace Corporation
Aerospace Press Series
2009, 876 pages, Hardback
View complete descriptions and ISBN: 978-1-884989-22-3
order 24 hours a day at www.aiaa.org/new AIAA Member Price: $114.95
List Price: $149.95

B20 AIAA BULLETIN / SEPTEMBER 2009

 Upcoming AIAA Professional Development Courses
12–13 September 2009
Free Conference Registration to the AIAA SPACE 2009 Conference & Exposition, in Pasadena, California,
when you sign up for one of these Courses!
Management of Space Technology (Instructor: Eligar Sadeh)
This course examines political, organizational, and technical factors of management of space technology programs. The interrelationships among these
factors influence management processes and outcomes that determine whether implementation of complex space programs is met with success or failure.
From a political standpoint, the ways in which program and project leaders navigate among accountability practices is scrutinized. The relevant practices
encompass political factors, like cost and schedule; organizational factors, such as standard operating procedures; and technical factors concerning the
inherent nature of how complex technology functions. For the organizational level, how technical professionals at the supervisory level navigate decision-
making structures and organizational cultures is investigated. This establishes the ways in which risk, high-reliability, and high-performance are under-
stood and managed. At the technical level, how project practitioners dealing with systems architecturing and systems integration work navigate between
the development of complex space technology and systems management methods and systems engineering is explored.

Practical Project Management for Aerospace Professionals (Instructors: Ronald S McCandless, PMP, and Roland Scott, PMP)
The aerospace industry is project focused and new technology intensive, from small R&D efforts to large-scale spacecraft systems integration. No mat-
ter the project type or size, sound application of project management skills leads to better chances of project and program success. This short course will
enable participants directly to apply the project management body of knowledge (PMBOK) to typical project situations aerospace professionals face on a
daily basis. In particular, attention will be paid to the soft skill sets enabling effective collaboration, communication, and problem solving among engineers,
technicians, scientists, managers, and stakeholders. Participants will work through realistic aerospace project scenarios such as spacecraft build and
launch, new technology research and development, systems integration, software development, and spaceport planning and construction. Finally, partici-
pants will have the opportunity to apply the knowledge learned directly to their projects.

Safety Management Systems for the Aerospace Industry (Instructor: Guido Fuentes)
This course provides the basic doctrine and practical guidelines for the application of Safety Management Systems (SMS) throughout the aerospace
industry. The SMS approach stresses the practice of managing safety with a process-oriented system safety approach emphasizing not only the applica-
tion of strict and comprehensive technical standards, but also the effective application of management systems that ensure risk management and safety
assurance. This SMS doctrine applies to products and service life cycles in all areas of the aerospace system such as the design, manufacture, testing,
operation, maintenance, and management of all kinds of air and space vehicle systems and components.

25–26 September 2009

Free Conference Registration to the Weapon System Effectiveness, in Tucson, Arizona,
when you sign up for one of these Courses!
Introduction to Weaponeering (Instructor: Morris Driels)
This course is based on a very successful graduate-level weaponeering course developed by Professor Driels and taught at the Naval Postgraduate
School, Monterey, CA. The course will give an overview of the fundamentals of the weaponeering process and its application to air-to-surface and surface-
to-surface engagements. The course explains the analytical basis of current weaponeering tools known as the Joint Munitions Effectiveness Manuals
(JMEMs) produced by the Joint Technical Coordinating Committee for Munitions Effectiveness (JTCG/ME). The JMEMs are used by all services to plan
offensive missions, and allow the planners to predict the effectiveness of selected weapon systems against a variety of targets.

Tactical Missile Design (Instructor: Eugene L. Fleeman)

This is a self-contained short course on the fundamentals of tactical missile design and integration. The course provides a system-level, integrated method
for missile aerodynamic configuration/propulsion design and analysis. It addresses the broad range of alternatives in meeting performance, cost, and other
measures of merit requirements such as robustness, lethality, accuracy, observables, survivability, and reliability. 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 missiles. Typical values of missile parameters and the characteristics of current operational missiles are discussed.
Also discussed are the enabling subsystems and technologies for tactical missiles, the current/projected state of the art, and launch platform integration.
Videos illustrate missile development activities and performance. Attendees will vote on the relative emphasis of types of targets, types of launch plat-
forms, topics, and one-on-one/round-table discussion.

1 December 2009–30 April 2010

Distance Learning Courses
Four self-paced courses available in the convenience of your home or office. Students receive instructions for completing the course, a course notebook,
problem sets, and accompanying texts. Over five months, you’ll follow a proven curriculum of reading and homework assignments.

Introduction to Computational Fluid Dynamics (Instructor: Klaus A. Hoffmann)

This comprehensive, three-part series of courses will prepare you for a career in the rapidly expanding field of computational fluid dynamics and fluid turbulence.

Advanced Computational Fluid Dynamics (Instructor: Klaus A. Hoffmann)

The aim of this course is to extend the concepts of numerical schemes to a system of equations typically expressed in a vector form. The content of this
course is equivalent to a one-semester graduate course. Furthermore, you must have had an introductory course in CFD, e.g., the AIAA Introduction to
Computational Fluid Dynamics Course.

Computational Fluid Turbulence (Instructor: Klaus A. Hoffmann)

A course in intermediate/advanced CFD and a course in fluid mechanics at upper division undergraduate or graduate level are required.

Heat Transfer (Instructor: Robert K McMordie)

“Heat Transfer” provides the basics of heat transfer along with information on numerical techniques used in heat transfer analyses. Numerous automated
analyses including radiation view factor calculations, film coefficient computations, and fluid flow analysis. There is a large data base of thermal physical
properties. Much of this data is given as a function of temperature in the form of polynomial equations.

AIAA BULLETIN / SEPTEMBER 2009 B21

 8–9 January 2010
Free Conference Registration to the Aerospace Sciences Conference, Orlando, Florida,
when you sign up for one of these Courses!
Best Practices in Wind Tunnel Testing (Instructors: Allen Arrington; David Cahill; and Mark Melanson)
This course provides an overview of important concepts that are used in many wind tunnel test projects. The course is based largely on AIAA standards
documents that focus on ground testing concepts. In particular, the course will address project management aspects of executing a testing project, the use
and calibration of strain gage balances, the use of measurement uncertainty in ground testing, and the calibration of wind tunnels.

Computational Multiphase Flow (Instructors: S. Balachandar; Eric Loth; and Kyle Quires)
This course will include a survey of multiphase flow computational fluid dynamics, with particular attention to turbulent flows. This will include comparison
of various “tools” (numerical methods) in terms of “performance” (accuracy with respect to specific predicted characteristics) and “cost” (required computa-
tional resources). The course will first examine multiphase applications, fluid physics, models, and governing equations. This will be followed by an over-
view of numerical methods as a function of flow conditions and desired results. Detailed discussion of the numerical approaches will be discussed in order
of increasing particle size ranging from mixed-fluid and Fast Eulerian for small particles to point-force techniques for non-equilibrium intermediate-size
particles, to resolved-surface techniques for large particles.

Flow Control for Specialists (Instructors: Louis Cattafesta; Clancy Rowley; David Williams; Daniel N. Miller)
The techniques of active flow control are becoming more sophisticated as fluid dynamics, control, and dynamical systems theory merge to design control
architectures capable of solving challenging flow control applications. The two-day course will examine advanced topics in active flow control, placing
particular emphasis on “how to do flow control.” This course complements the AIAA Modern Flow Control I Short Course, but Flow Control I is not a pre-
requisite. A brief history of flow control, modern dynamical systems, and control theory related to closed-loop flow control and performance limitations will
be discussed. State-of-the-art actuator and sensor design techniques will be covered. Case studies will be presented that describe recent success stories
about the implementation of active flow control on advanced aircraft. The course lecturers, coming from industry and academia, have extensive back-
grounds in flow control.

Fluid-Structure Interaction (Instructor: Rainald Löhner)

This course will give an overview of the phenomena that govern fluid-structure interaction, as well as numerical methods that can be used to predict them.
A wide range of phenomena, ranging from aeroelasticity to weapon fragmentation, will be covered.

Large Eddy Simulations: Theory, Applications, and Advanced Topics (Instructors: Fernando F. Grinstein; Ugo Piomelli; and Jack R. Edwards)
This course will provide an introduction to the large-eddy simulation of turbulent flows, as well as the discussion of some advanced topics. The first day
will be devoted to the introductory discussion, including theory and applications of this method. During the second day, two special topics will be dis-
cussed, namely LES techniques based on alternative (non-conventional) approaches to subgrid-scale modeling and hybrid RANS/LES methods.

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 clas-
sical “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 tensorial kinematics, and applies Newton’s and Euler’s laws to build the general six-degrees-of-freedom equations
of motion. For stability and control applications, the perturbation equations are derived with their linear and nonlinear aerodynamic derivatives. 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 aero-
space vehicle.

Microfluidics and Nanofluidics: Fundamentals and Applications (Instructors: A. T. Conlisk; Minami Yoda; David Mott; Arfaan Rampersaud; and Thomas
Doligalski)
Microfluidics is rapidly emerging as an enabling technology, having applications ranging from unmanned aerial vehicles to ink jet printing to biochemical
sensing, filtration and purification processes, to drug discovery and delivery. Given the emerging importance of micro- and nanoscale transport phenom-
ena, this course will provide working level engineers, faculty and managers with an overview and understanding of the fundamental fluid mechanics, heat
and mass transfer, and chemistry involved in such devices, as well as the chemistry and engineering principles governing the design of micro- and nano-
fluidic devices. Case studies will be presented in which the fundamental flow physics at micron and nanometer length scales is used to design innovative
devices that could not function at larger length scales.

Systems Engineering Fundamentals (Instructor: John C. Hsu)

In today’s globalized environment, manufacturing and designing companies compete for business. To be successful, companies need to practice strate-
gies that minimize the possibility of degradation of product quality, cost overrun, schedule slippage, customer dissatisfaction, and system development
failures. In this course, you will learn why we need systems engineering; the systems engineering fundamentals, including requirements analysis and
development, functional analysis and allocation, and design decision analysis based on requirements; risk, opportunity and issue management throughout
the development and design cycle; Integrated Master Plan/Integrated Master Schedule and Work Breakdown Structure for development and design man-
agement; technical performance measurement for measuring, tracking, and validating design; interface management across in-house disciplines, supplier,
and customer; and verification and validation of your products.

B22 AIAA BULLETIN / SEPTEMBER 2009

 AIAA Courses and Training Program
Registration Form

Select your registration options below. Payment by

REGISTRATION FORM (or register online at www.aiaa.org)
B0909 2 check, credit card, or money order—payable to AIAA—
must accompany registration. To pay the member rate,
your membership must be in good standing.
All registrants please complete the information below.
—REGISTRATION OPTIONS—

1 Conference Badge Name First/Given Name M.I. Last/Family Name

AIAA Non-
Member Member
AIAA Non-
Member Member
AIAA Non-
Member Member

Organization Name/Division/Mailstop
COURSES OFFERED AT THE SPACE 2009 CONFERENCE
Attend any professional development course and receive “free” registration to the conference sessions only
Early Bird by 21 Aug 09 Late by 11 Sep 09 On-site Beginning 12 Sep 09
Address
Management of Space Technology
City State Country/Zip/Postal Code $1095 $1195 $1200 $1300 $1200 $1300
Practical Project Management for Aerospace Professionals
E-mail Address Daytime Phone Number
$1095 $1195 $1200 $1300 $1200 $1300
Fax Number (include country code) Job Title/Rank Safety Management Systems for the Aerospace Industry
$1095 $1195 $1200 $1300 $1200 $1300

3 AIAA MEMBERSHIP: If you are registering for one of the collocated professional
development short courses at the nonmember rate, included with your registration fee is
one year of AIAA membership.
COURSES OFFERED AT THE WEAPON SYSTEM
EFFECTIVENESS CONFERENCE
Attend any professional development course and receive “free” registration to the conference sessions only
Included in your AIAA membership will be periodic communications about AIAA Early Bird by 3 Sep 09 Late by 21 Sep 09 On-site Beginning 22 Sep 09
benefits, products, and services. Check here if you prefer not to receive membership
information via e-mail. Introduction to Weaponeering
From time to time, we make member information available to companies whose products $1095 $1195 $1200 $1300 $1200 $1300
or services may be of interest to you. Check here if you prefer not to have your name Tactical Missile Design
and address used for non-AIAA mailings.
$1095 $1195 $1200 $1300 $1200 $1300
Signature_____________________________________________Date__________________
Check here if you are renewing or reinstating your membership. (You must pay the full DISTANCE LEARNING COURSES (1 DECEMBER–30 APRIL 2010)
nonmember conference fee.) Early Bird by 1 Nov 09 Late by 1 Dec 09 On-site Beginning 1 Dec 09

Introduction to Computational Fluid Dynamics

RETURN FORM TO:

4 1) For fastest, easiest

service, register
online at
2) By mail: return completed
form with payment to
AIAA, Professional Development
3) By fax: send the signed,
completed form with credit
card payment to
$1095

$1145
$1195
Advanced Computational Fluid Dynamics
$1245
$1200

$1250
$1300

$1350
$1200

$1250
$1300

$1350
www.aiaa.org/courses 1801 Alexander Bell Dr., Ste 500 703.264.7657 Computational Fluid Turbulence
Reston, VA, 20191 $1195 $1295 $1250 $1350 $1250 $1350
Cancellations Substitutions may be made at any time. Cancellations must be postmarked Heat Transfer
four weeks before the course start date and are subject to a $100 cancellation fee to cover $1095 $1195 $1200 $1300 $1200 $1300
administrative overhead. AIAA reserves the right to cancel any program due to insufficient
registration or any situation beyond its control. Each course will be reviewed three weeks COURSES OFFERED AT THE ASM 2010 CONFERENCE
prior to the start date and may be canceled if a minimum enrollment has not been reached. Attend any professional development course and receive “free” registration to the conference sessions only
Participants will be notified immediately and a full refund will be issued. AIAA cannot be Early Bird by 9 Dec 09 Late by 5 Jan 10 On-site Beginning 8 Jan 10
responsible for expenses incurred because of course cancellation. AIAA reserves the right
to substitute speakers in the event of unusual circumstances. For additional information, call Best Practices in Wind Tunnel Testing
Dan Medina at 703.264.7642 or 800.639.2422; FAX 703.264.7657; E-mail: danielm@ $1095 $1195 $1200 $1300 $1275 $1375
aiaa.org. Computational Multiphase Flow
$1095 $1195 $1200 $1300 $1275 $1375

5 Check here if you need to make special arrangements due to a disability.

Attach requirements on a separate sheet of paper.
Flow Control for Specialists
$1095 $1195
Fluid-Structure Interaction
$1200 $1300 $1275 $1375

5% Group $1095 $1195 $1200 $1300 $1275 $1375

6 FORM OF PAYMENT:
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Large Eddy Simulations: Theory, Applications, and Advanced Topics
$1095 $1195 $1200 $1300 $1275 $1375
or more students from Modeling Flight Dynamics with Tensors
Check VISA the same organiza- $1095 $1195 $1200 $1300 $1275 $1375
Travelers Check MasterCard tion, if registered Microfluidics and Nanofluidics: Fundamentals and Applications
simultaneously, pre-
Wire Transfer Diners Club $1095 $1195 $1200 $1300 $1275 $1375
paid, and postmarked
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four weeks before the
Credit Card Number: $1095 $1195 $1200 $1300 $1275 $1375
first day of the course.
______________________________________________ Please register each
person on a separate Please indicate if you qualify for the:
Expiration Date: _________Month _______ Year _____ form. Photocopies are __ Prepaid Group Discount (One 5% discount per registrant)
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AIAA BULLETIN / SEPTEMBER 2009 B23

 Standard Information for all AIAA Conferences
This is general conference information, except as noted in the individual
conference preliminary program information to address exceptions.
Conference Proceedings employment” notices. AIAA reserves the right to remove inappro-
This year’s conference proceedings will be available in two for- priate notices, and cannot assume responsibility for notices for-
mats: after-meeting DVD and online proceedings. The cost is warded to AIAA Headquarters. AIAA members can post and
included in the registration fee where indicated. If you register in browse resumes and job listings, and access other online employ-
advance for the online papers, you will be provided with instruc- ment resources, by visiting the AIAA Career Center at
tions on how to access the conference technical papers. For those http://careercenter.aiaa.org.
registering on-site, you will be provided with instructions at registra-
tion. The after-meeting DVD will be mailed six to eight weeks after Committee Meetings
the conference. Meeting room locations for AIAA committees will be posted on
the message board and will be available upon request in the reg-
Journal Publication istration area.
Authors of appropriate papers are encouraged to submit them
for possible publication in one of the Institute’s archival journals: Messages and Information
AIAA Journal; Journal of Aircraft; Journal of Guidance, Control, Messages will be recorded and posted on a bulletin board in
and Dynamics; Journal of Propulsion and Power; Journal of the registration area. It is not possible to page conferees. A tele-
Spacecraft and Rockets; Journal of Thermophysics and Heat phone number will be provided in the final program.
Transfer; or Journal of Aerospace Computing, Information, and
Communication. WriteTrack will be replaced by ScholarOne Membership
Manuscripts (Thomson Reuters) during 2009. More information Nonmembers who pay the full nonmember registration fee will
about the transition is available on the WriteTrack home page. receive their first year's membership at no additional cost.
Members who wish to renew or reinstate their membership must
Speakers’ Briefing also pay the full nonmember conference registration fee.
Authors who are presenting papers, session chairs, and co- Students who are not members may apply their registration fee
chairs will meet for a short briefing at 0700 hrs on the mornings of toward their first year's student member dues.
the conference. Continental breakfast will be provided. Please
Nondiscriminatory Practices
plan to attend only on the day of your session(s). Location will be
The AIAA accepts registrations irrespective of race, creed, sex,
in final program.
color, physical handicap, and national or ethnic origin.
Speakers’ Practice Smoking Policy
A speaker practice room will be available for speakers wishing As a courtesy to others, smoking is not permitted in the techni-
to practice their presentations. A sign-up sheet will be posted on cal sessions.
the door for half-hour increments.
Restrictions
Timing of Presentations Videotaping or audio recording of sessions or technical exhibits
Each paper will be allotted 30 minutes (including introduction as well as the unauthorized sale of AIAA-copyrighted material is
and question-and-answer period) except where noted. prohibited.
Audiovisual Department of Defense Approval
Each session room will be preset with the following: one LCD The DoD Public Affairs Office has determined that, for purpos-
projector, one screen, and one microphone (if needed). A 1/2” es of accepting a gift of reduced or free attendance, these events
VHS VCR and monitor, an overhead projector, and/or a 35-mm are widely attended gatherings pursuant to 5 CFR 2635.204(g).
slide projector will only be provided if requested by presenters on This determination is not a DoD endorsement of the events nor
their abstract submittal forms. AIAA does not provide computers or approval for widespread attendance. If individual DoD Component
technicians to connect LCD projectors to the laptops. Should pre- commands or organizations determine that attendance by particu-
senters wish to use the LCD projectors, it is their responsibility to lar personnel is in DoD interest, those personnel may accept the
bring or arrange for a computer on their own. Please note that gift of free or reduced attendance. As other exceptions under 5
AIAA does not provide security in the session rooms and recom- CFR 2635.204 may allow the acceptance of gifts, DoD personnel
mends that items of value, including computers, not be left unat- are urged to consult their Ethics Counselor.
tended. Any additional audiovisual requirements, or equipment not
requested by the date provided in the preliminary conference infor- International Traffic in Arms Regulations (ITAR)
mation, will be at cost to the presenter. AIAA speakers and attendees are reminded that some topics
discussed in the conference could be controlled by the
Employment Opportunities International Traffic in Arms Regulations (ITAR). U.S. Nationals
AIAA is assisting members who are searching for employment (U.S. Citizens and Permanent Residents) are responsible for
by providing a bulletin board at the technical meetings. This bulletin ensuring that technical data they present in open sessions to non-
board is solely for “open position” and “available for employment” U.S. Nationals in attendance or in conference proceedings are not
postings. Employers are encouraged to have personnel who are export restricted by the ITAR. U.S. Nationals are likewise respon-
attending an AIAA technical conference bring “open position” job sible for ensuring that they do not discuss ITAR export-restricted
postings. Individual unemployed members may post “available for information with non-U.S. Nationals in attendance.
Rapid
RapidPrototyping
Prototyping Autocoding HILTesting
HIL Testing