The document proposes a Joint Hybrid Aircraft Multi-Mission (J-HAMM) Advanced Concept Technology Demonstration. It discusses several problems that a hybrid aircraft could help address, such as forcible entry in the face of anti-access measures and re-supply of naval forces at sea. The concept involves demonstrating a 30-ton hybrid aircraft capable of lifting 300-500 tons with characteristics like damage tolerance, weather tolerance, and a low radar signature. The demonstration would verify the military utility of hybrid aircraft and provide a basis for commercial investment. It outlines technical approaches, concepts of operation, potential demonstrations, risks, players, funding, and transition plans.
F-35, Stealth and Designing a 21st Century Fighter from the Ground UpICSA, LLC
Stealth must be designed into the aircraft; it can NOT be done after the fact.
VLO stealth must be planned for and built in. The designers must incorporate large internal fuel tanks, internal weapon bays, and internally mounted sensors with appropriate apertures.
Another hallmark of 5th generation is agility, which goes hand in hand with stealth.
In the third slide, the results from Northern Edge 2011 are shown. Although the F-35 airframe has not been flown in Northern Edge some it sensors have been.
The sensors performed extremely well and portend a bright future. It is understood by most that the electronic order of battle will play a key role in future conflicts.
What the exercise showed was that a stealthy 5TH Gen. fighter -- the F-22 -- with its ability to be forward deployed in contested air space
In addition to its precision active and passive sensors were able to ID threats; EW sites, SAMS, AAA radars for entire package much sooner.
The presence of 5th Gen fighters in the force package increases overall forces mission effectiveness by enhancing survivability and lethality for entire package.
It showed as well that 5th Gen fighters enhanced battle-space awareness enhanced overall mission effectiveness of entire mission package
And finally, the exercise showed that 5th Gen fighters with this enhanced SA tend to function as Air Battle manager for entire package.
Even when F-22 was weapon bingo it stayed in fight as battle manager!
The F-35 is designed to work with most legacy weapons.
And the F-35 with the internal fusion engine will allow a whole new approach to the development and use of weapons. Here the focus is upon the legacy weapons.
Legacy 4th generation fighters must load all of their weapons externally which directly impacts aerodynamic performance (agility) and radar cross-section (RCS).
In fact, any strides made to reduce airframe RCS are lost.
5th generation have the option of loading stores internally.
Legacy 4th gen fighters must carry external fuel tanks in order to overcome the drag penalty of the external ordinance.
The F-35 does not need external fuel tanks for two reasons:
1) the airframe was specifically designed to carry significant amounts of internal fuel and,
2) there is no aerodynamic drag from internal ordinance.
A 4th gen fighter is unable to safely penetrate denied airspace. This is airspace for which the threats are able to dominate entirely against the 4th generation.
5th gen fighters are able to penetrate denied airspace.
The internal ordinance of an F-35 is approximately that of an F-16 loaded “wall to wall.”
Because the weapons are internal, the F-35 has a much longer combat range fully loaded or significantly longer loiter time in the area of interest.
In the permissive environment, the F-35 holds another advantage over the F-16: payload.
The F-35 has 11 hard points and can carry about three times the stores load.
External weapons on an F-35 impact aerodynamic performance such that our range is about the same as an F-16.
The picture in slide 4shows an F-35A model with a full compliment of internal stores.
This loadout, which is all internal, is about 5000lbs.
Internal carriage means ZERO impact on radar cross section and ZERO aerodynamic drag.
An F-16, fully loaded, with external stores carries just over 5000lbs and because the load is external the radar cross sections is severely impacted as well as having a significant hit to aerodynamic performance.
The weapons within the blue cone can be carried internally.
The weapons with orange color font will be certified for carry in the SDD phase of the program.
Block 2 weapons carriage and release will be conducted this year.
By the end of block 2, AIM-120 and JDAM will be certified.
On day 1, when stealth is of primary importance, the F-35s will probably be loaded internally.
When stealth is less important, there are 11 hard points on the airplane, which allow about 18,000lbs of ordinance to be carried.
A Day in the LIfe of the Integrated Training Command at EglinICSA, LLC
This briefing was provided by the 33rd Fighter Wing of Eglin AFB, the home of the Integrated Training Command,
The Command is a unique joint and coalition training command correlated with the F-35 as a global fleet.
The brief provides insight into the command and its operations.
The ability to conduct long-range strike operations has long provided the United States with a decisive military advantage over its enemies. Today, that advantage is dissipating. Despite the crucial role long-range strike capabilities have played in our nation’s wars over the last seventy years, it is unclear whether the United States will make the investments needed to sustain this advantage in the future.
F-35, Stealth and Designing a 21st Century Fighter from the Ground UpICSA, LLC
Stealth must be designed into the aircraft; it can NOT be done after the fact.
VLO stealth must be planned for and built in. The designers must incorporate large internal fuel tanks, internal weapon bays, and internally mounted sensors with appropriate apertures.
Another hallmark of 5th generation is agility, which goes hand in hand with stealth.
In the third slide, the results from Northern Edge 2011 are shown. Although the F-35 airframe has not been flown in Northern Edge some it sensors have been.
The sensors performed extremely well and portend a bright future. It is understood by most that the electronic order of battle will play a key role in future conflicts.
What the exercise showed was that a stealthy 5TH Gen. fighter -- the F-22 -- with its ability to be forward deployed in contested air space
In addition to its precision active and passive sensors were able to ID threats; EW sites, SAMS, AAA radars for entire package much sooner.
The presence of 5th Gen fighters in the force package increases overall forces mission effectiveness by enhancing survivability and lethality for entire package.
It showed as well that 5th Gen fighters enhanced battle-space awareness enhanced overall mission effectiveness of entire mission package
And finally, the exercise showed that 5th Gen fighters with this enhanced SA tend to function as Air Battle manager for entire package.
Even when F-22 was weapon bingo it stayed in fight as battle manager!
The F-35 is designed to work with most legacy weapons.
And the F-35 with the internal fusion engine will allow a whole new approach to the development and use of weapons. Here the focus is upon the legacy weapons.
Legacy 4th generation fighters must load all of their weapons externally which directly impacts aerodynamic performance (agility) and radar cross-section (RCS).
In fact, any strides made to reduce airframe RCS are lost.
5th generation have the option of loading stores internally.
Legacy 4th gen fighters must carry external fuel tanks in order to overcome the drag penalty of the external ordinance.
The F-35 does not need external fuel tanks for two reasons:
1) the airframe was specifically designed to carry significant amounts of internal fuel and,
2) there is no aerodynamic drag from internal ordinance.
A 4th gen fighter is unable to safely penetrate denied airspace. This is airspace for which the threats are able to dominate entirely against the 4th generation.
5th gen fighters are able to penetrate denied airspace.
The internal ordinance of an F-35 is approximately that of an F-16 loaded “wall to wall.”
Because the weapons are internal, the F-35 has a much longer combat range fully loaded or significantly longer loiter time in the area of interest.
In the permissive environment, the F-35 holds another advantage over the F-16: payload.
The F-35 has 11 hard points and can carry about three times the stores load.
External weapons on an F-35 impact aerodynamic performance such that our range is about the same as an F-16.
The picture in slide 4shows an F-35A model with a full compliment of internal stores.
This loadout, which is all internal, is about 5000lbs.
Internal carriage means ZERO impact on radar cross section and ZERO aerodynamic drag.
An F-16, fully loaded, with external stores carries just over 5000lbs and because the load is external the radar cross sections is severely impacted as well as having a significant hit to aerodynamic performance.
The weapons within the blue cone can be carried internally.
The weapons with orange color font will be certified for carry in the SDD phase of the program.
Block 2 weapons carriage and release will be conducted this year.
By the end of block 2, AIM-120 and JDAM will be certified.
On day 1, when stealth is of primary importance, the F-35s will probably be loaded internally.
When stealth is less important, there are 11 hard points on the airplane, which allow about 18,000lbs of ordinance to be carried.
A Day in the LIfe of the Integrated Training Command at EglinICSA, LLC
This briefing was provided by the 33rd Fighter Wing of Eglin AFB, the home of the Integrated Training Command,
The Command is a unique joint and coalition training command correlated with the F-35 as a global fleet.
The brief provides insight into the command and its operations.
The ability to conduct long-range strike operations has long provided the United States with a decisive military advantage over its enemies. Today, that advantage is dissipating. Despite the crucial role long-range strike capabilities have played in our nation’s wars over the last seventy years, it is unclear whether the United States will make the investments needed to sustain this advantage in the future.
Bold Alligator 2012 and the Expeditionary Strike GroupICSA, LLC
Bold Alligator 2012 was significantly more than an amphibious exercise. And in a real sense it was not. It was a littoral force engagement exercise leveraging the seabase to operate over a very large battlespace. And it was an exercise which pick up some of the lessons learned off of Libya and are carrying them forward into the 21st Century.
When compared to the last major amphibious exercise conducted in 1996 “Operation Purple Star,” one of the clear differences was the impact of the Osprey. The speed and range of the Osprey demonstrated in both Libyan operations and in Bold Alligator provided glimpses of the future. The seabase can be linked ship to ship, from ship to shore, from shore to ship and back again. During the exercise, the Osprey landed on the USNS Robert E. Peary, a T-AKE ship and, indeed, participated in the raid 185 miles away on Fort Pickett.
As the chief coalition officer involved in the exercise, Lt. Commander Pastoor argued, “This really is about power projection from the sea and the ability to move the insertion force from and to the sea base and to operate throughout the battlespace.”
The promise of the ESG enabled by the Osprey and the coming F-35B is really rather simple. The ESG enabled by the Osprey and the F-35B is neither a Carrier Battle Group nor an Amphibious Ready Group. It is far more flexible than a CBG, in that it is a modular mix and match capability, which clearly can include allies as it did in the Exercise or in the operations off of Libya. And it is not simply an “ARG on steroids,” as one of the Harrier squadron commander noted. “It is far more capable.”
An ESG will allow for an economy of force whereby the ARG-MEU can be scaled up to include other sea based on air assets to allow for dominance of the battlespace. It is scalable both in terms of assets contained within the sea base or contributed by various land support structures, air or ground.
According to the 2nd MEF commander in the exercise, Brigadier General Owens, who will soon be moving to Okinawa, by strengthening the ability of the seabase to provide for logistics ashore, one can insert force without moving an iron mountain with it ashore. And “we get away from that image of amphibious assault where we’re going into a limited area, and that you have limited places you can land, so the enemy knows you’re coming to one of these two places. The goal of the ESG is to hit them where they’re not!”
The distributed character of the sea base seen in this exercise and highlighted by the evolving ESG allows for a modular mix and match quality. And this mix and match quality can embody the key elements of what one wants in 21st century forces: presence, economy of force and scalability.
Computational optimization of stability, propulsion and maneuverability of a ...Luis Javier Serrano
Study of the stability and the hull integration with the propulsion system of a riverine support vessel, in order to optimize the efficiency of the propulsion plant and improve its maneuverability in its operations area
Warfighting First ethos - battle stories of United States Sailors in Leyte GulfGlenn Mallo
Warfighting First!
Against overwhelming odds, our Navy prevailed in this battle that happened this week, 67 years ago.
http://tinyurl.com/6bla9z4
Excerpt from CTF77 After-Action Report: "At about 0730, in response to orders to cover a retirement of the northern carrier Task Unit, two destroyers - Hoel and Johnston - and the Roberts (DE) reversed and delivered a daylight half salvo torpedo attack against the enemy battleships at a range under 10,000 yards, then turned and delivered the other half salvo against enemy heavy cruisers at a range of about 7,000 yards. After one of the most gallant and heroic acts of the war, all three ships were sunk, although the Hoel continued to withstand concentrated enemy fire for about one hour before finally sinking. As a result of continuing air action by our CVEs and the destroyer attack, the enemy momentarily turned away, and several of his ships were seen to be hit and in trouble.
mav6.com
Our book, "Air-Mech-Strike: Asymmetric Maneuver Warfare for the 21st Century" is now ONLINE for FREE:
http://books.google.com/books?id=RCWtHnYZ0LMC&pg
TEDx Manchester: AI & The Future of WorkVolker Hirsch
TEDx Manchester talk on artificial intelligence (AI) and how the ascent of AI and robotics impacts our future work environments.
The video of the talk is now also available here: https://youtu.be/dRw4d2Si8LA
Bold Alligator 2012 and the Expeditionary Strike GroupICSA, LLC
Bold Alligator 2012 was significantly more than an amphibious exercise. And in a real sense it was not. It was a littoral force engagement exercise leveraging the seabase to operate over a very large battlespace. And it was an exercise which pick up some of the lessons learned off of Libya and are carrying them forward into the 21st Century.
When compared to the last major amphibious exercise conducted in 1996 “Operation Purple Star,” one of the clear differences was the impact of the Osprey. The speed and range of the Osprey demonstrated in both Libyan operations and in Bold Alligator provided glimpses of the future. The seabase can be linked ship to ship, from ship to shore, from shore to ship and back again. During the exercise, the Osprey landed on the USNS Robert E. Peary, a T-AKE ship and, indeed, participated in the raid 185 miles away on Fort Pickett.
As the chief coalition officer involved in the exercise, Lt. Commander Pastoor argued, “This really is about power projection from the sea and the ability to move the insertion force from and to the sea base and to operate throughout the battlespace.”
The promise of the ESG enabled by the Osprey and the coming F-35B is really rather simple. The ESG enabled by the Osprey and the F-35B is neither a Carrier Battle Group nor an Amphibious Ready Group. It is far more flexible than a CBG, in that it is a modular mix and match capability, which clearly can include allies as it did in the Exercise or in the operations off of Libya. And it is not simply an “ARG on steroids,” as one of the Harrier squadron commander noted. “It is far more capable.”
An ESG will allow for an economy of force whereby the ARG-MEU can be scaled up to include other sea based on air assets to allow for dominance of the battlespace. It is scalable both in terms of assets contained within the sea base or contributed by various land support structures, air or ground.
According to the 2nd MEF commander in the exercise, Brigadier General Owens, who will soon be moving to Okinawa, by strengthening the ability of the seabase to provide for logistics ashore, one can insert force without moving an iron mountain with it ashore. And “we get away from that image of amphibious assault where we’re going into a limited area, and that you have limited places you can land, so the enemy knows you’re coming to one of these two places. The goal of the ESG is to hit them where they’re not!”
The distributed character of the sea base seen in this exercise and highlighted by the evolving ESG allows for a modular mix and match quality. And this mix and match quality can embody the key elements of what one wants in 21st century forces: presence, economy of force and scalability.
Computational optimization of stability, propulsion and maneuverability of a ...Luis Javier Serrano
Study of the stability and the hull integration with the propulsion system of a riverine support vessel, in order to optimize the efficiency of the propulsion plant and improve its maneuverability in its operations area
Warfighting First ethos - battle stories of United States Sailors in Leyte GulfGlenn Mallo
Warfighting First!
Against overwhelming odds, our Navy prevailed in this battle that happened this week, 67 years ago.
http://tinyurl.com/6bla9z4
Excerpt from CTF77 After-Action Report: "At about 0730, in response to orders to cover a retirement of the northern carrier Task Unit, two destroyers - Hoel and Johnston - and the Roberts (DE) reversed and delivered a daylight half salvo torpedo attack against the enemy battleships at a range under 10,000 yards, then turned and delivered the other half salvo against enemy heavy cruisers at a range of about 7,000 yards. After one of the most gallant and heroic acts of the war, all three ships were sunk, although the Hoel continued to withstand concentrated enemy fire for about one hour before finally sinking. As a result of continuing air action by our CVEs and the destroyer attack, the enemy momentarily turned away, and several of his ships were seen to be hit and in trouble.
mav6.com
Our book, "Air-Mech-Strike: Asymmetric Maneuver Warfare for the 21st Century" is now ONLINE for FREE:
http://books.google.com/books?id=RCWtHnYZ0LMC&pg
TEDx Manchester: AI & The Future of WorkVolker Hirsch
TEDx Manchester talk on artificial intelligence (AI) and how the ascent of AI and robotics impacts our future work environments.
The video of the talk is now also available here: https://youtu.be/dRw4d2Si8LA
The main objective of this topic is to know and study how stealth technology plays a major role In the modern and future combat warfare.
This report also deals with the study of various factors that include to make any aircraft/ship/drones etc. to be stealthy.
This report also distinguishes between the conventional and non-conventional {stealth} platforms against the miscellaneous stealth categories.
Lt General Davis Presentation at Williams Foundation March 17 2016ICSA, LLC
The Deputy Commandant of USMC Aviation, Lt. General "Dog" Davis, provided an important presentation at the Williams Foundation's seminar on new approaches to air land integration on March 17, 2016 at Canberra, Australia. The Chief of Staffs of both the Royal Australian Air Force and the Australian Army were major presenters along with Brigadier General Mills who is in charge of Army Modernization. The presentation was well received as the USMC approach is very much akin to the Plan Jericho approach to force modernization and is recognized as such by the Aussies themselves. The also appreciated the update on the incorporation for he F-35 into the evolving USMC approaches to air-sea-land integration as well
GraphSummit Singapore | The Future of Agility: Supercharging Digital Transfor...Neo4j
Leonard Jayamohan, Partner & Generative AI Lead, Deloitte
This keynote will reveal how Deloitte leverages Neo4j’s graph power for groundbreaking digital twin solutions, achieving a staggering 100x performance boost. Discover the essential role knowledge graphs play in successful generative AI implementations. Plus, get an exclusive look at an innovative Neo4j + Generative AI solution Deloitte is developing in-house.
Alt. GDG Cloud Southlake #33: Boule & Rebala: Effective AppSec in SDLC using ...James Anderson
Effective Application Security in Software Delivery lifecycle using Deployment Firewall and DBOM
The modern software delivery process (or the CI/CD process) includes many tools, distributed teams, open-source code, and cloud platforms. Constant focus on speed to release software to market, along with the traditional slow and manual security checks has caused gaps in continuous security as an important piece in the software supply chain. Today organizations feel more susceptible to external and internal cyber threats due to the vast attack surface in their applications supply chain and the lack of end-to-end governance and risk management.
The software team must secure its software delivery process to avoid vulnerability and security breaches. This needs to be achieved with existing tool chains and without extensive rework of the delivery processes. This talk will present strategies and techniques for providing visibility into the true risk of the existing vulnerabilities, preventing the introduction of security issues in the software, resolving vulnerabilities in production environments quickly, and capturing the deployment bill of materials (DBOM).
Speakers:
Bob Boule
Robert Boule is a technology enthusiast with PASSION for technology and making things work along with a knack for helping others understand how things work. He comes with around 20 years of solution engineering experience in application security, software continuous delivery, and SaaS platforms. He is known for his dynamic presentations in CI/CD and application security integrated in software delivery lifecycle.
Gopinath Rebala
Gopinath Rebala is the CTO of OpsMx, where he has overall responsibility for the machine learning and data processing architectures for Secure Software Delivery. Gopi also has a strong connection with our customers, leading design and architecture for strategic implementations. Gopi is a frequent speaker and well-known leader in continuous delivery and integrating security into software delivery.
Climate Impact of Software Testing at Nordic Testing DaysKari Kakkonen
My slides at Nordic Testing Days 6.6.2024
Climate impact / sustainability of software testing discussed on the talk. ICT and testing must carry their part of global responsibility to help with the climat warming. We can minimize the carbon footprint but we can also have a carbon handprint, a positive impact on the climate. Quality characteristics can be added with sustainability, and then measured continuously. Test environments can be used less, and in smaller scale and on demand. Test techniques can be used in optimizing or minimizing number of tests. Test automation can be used to speed up testing.
SAP Sapphire 2024 - ASUG301 building better apps with SAP Fiori.pdfPeter Spielvogel
Building better applications for business users with SAP Fiori.
• What is SAP Fiori and why it matters to you
• How a better user experience drives measurable business benefits
• How to get started with SAP Fiori today
• How SAP Fiori elements accelerates application development
• How SAP Build Code includes SAP Fiori tools and other generative artificial intelligence capabilities
• How SAP Fiori paves the way for using AI in SAP apps
Transcript: Selling digital books in 2024: Insights from industry leaders - T...BookNet Canada
The publishing industry has been selling digital audiobooks and ebooks for over a decade and has found its groove. What’s changed? What has stayed the same? Where do we go from here? Join a group of leading sales peers from across the industry for a conversation about the lessons learned since the popularization of digital books, best practices, digital book supply chain management, and more.
Link to video recording: https://bnctechforum.ca/sessions/selling-digital-books-in-2024-insights-from-industry-leaders/
Presented by BookNet Canada on May 28, 2024, with support from the Department of Canadian Heritage.
In his public lecture, Christian Timmerer provides insights into the fascinating history of video streaming, starting from its humble beginnings before YouTube to the groundbreaking technologies that now dominate platforms like Netflix and ORF ON. Timmerer also presents provocative contributions of his own that have significantly influenced the industry. He concludes by looking at future challenges and invites the audience to join in a discussion.
Smart TV Buyer Insights Survey 2024 by 91mobiles.pdf91mobiles
91mobiles recently conducted a Smart TV Buyer Insights Survey in which we asked over 3,000 respondents about the TV they own, aspects they look at on a new TV, and their TV buying preferences.
Generative AI Deep Dive: Advancing from Proof of Concept to ProductionAggregage
Join Maher Hanafi, VP of Engineering at Betterworks, in this new session where he'll share a practical framework to transform Gen AI prototypes into impactful products! He'll delve into the complexities of data collection and management, model selection and optimization, and ensuring security, scalability, and responsible use.
Pushing the limits of ePRTC: 100ns holdover for 100 daysAdtran
At WSTS 2024, Alon Stern explored the topic of parametric holdover and explained how recent research findings can be implemented in real-world PNT networks to achieve 100 nanoseconds of accuracy for up to 100 days.
GraphSummit Singapore | The Art of the Possible with Graph - Q2 2024Neo4j
Neha Bajwa, Vice President of Product Marketing, Neo4j
Join us as we explore breakthrough innovations enabled by interconnected data and AI. Discover firsthand how organizations use relationships in data to uncover contextual insights and solve our most pressing challenges – from optimizing supply chains, detecting fraud, and improving customer experiences to accelerating drug discoveries.
Dr. Sean Tan, Head of Data Science, Changi Airport Group
Discover how Changi Airport Group (CAG) leverages graph technologies and generative AI to revolutionize their search capabilities. This session delves into the unique search needs of CAG’s diverse passengers and customers, showcasing how graph data structures enhance the accuracy and relevance of AI-generated search results, mitigating the risk of “hallucinations” and improving the overall customer journey.
Encryption in Microsoft 365 - ExpertsLive Netherlands 2024Albert Hoitingh
In this session I delve into the encryption technology used in Microsoft 365 and Microsoft Purview. Including the concepts of Customer Key and Double Key Encryption.
State of ICS and IoT Cyber Threat Landscape Report 2024 previewPrayukth K V
The IoT and OT threat landscape report has been prepared by the Threat Research Team at Sectrio using data from Sectrio, cyber threat intelligence farming facilities spread across over 85 cities around the world. In addition, Sectrio also runs AI-based advanced threat and payload engagement facilities that serve as sinks to attract and engage sophisticated threat actors, and newer malware including new variants and latent threats that are at an earlier stage of development.
The latest edition of the OT/ICS and IoT security Threat Landscape Report 2024 also covers:
State of global ICS asset and network exposure
Sectoral targets and attacks as well as the cost of ransom
Global APT activity, AI usage, actor and tactic profiles, and implications
Rise in volumes of AI-powered cyberattacks
Major cyber events in 2024
Malware and malicious payload trends
Cyberattack types and targets
Vulnerability exploit attempts on CVEs
Attacks on counties – USA
Expansion of bot farms – how, where, and why
In-depth analysis of the cyber threat landscape across North America, South America, Europe, APAC, and the Middle East
Why are attacks on smart factories rising?
Cyber risk predictions
Axis of attacks – Europe
Systemic attacks in the Middle East
Download the full report from here:
https://sectrio.com/resources/ot-threat-landscape-reports/sectrio-releases-ot-ics-and-iot-security-threat-landscape-report-2024/
FIDO Alliance Osaka Seminar: Passkeys and the Road Ahead.pdf
JHAMMBC Brief 23 Jan 03 Rev1.0
1. UNCLASSIFIED Advanced Concept Technology Demonstration
J O I NT FY04 Candidate
CH
IE FF
F S OF S TA
Joint Hybrid Aircraft Multi Mission
J-HAMM
VADM Gordon Holder, USN
Director J-4, JCS
Mr. Stephen Huett, NAVAIR TM
LTG Charles Mahan, USA
G-4, Department of the Army
23 January 2003
01/11/13 1
UNCLASSIFIED
2. UNCLASSIFIED
J O I NT Joint/Interagency Problems
CH
IE FF
F S OF S TA
— Forcible Entry in the Face of Anti-Access Measures
— Re-supply of Naval Forces at Sea
— Protection of Forces Ashore and Afloat
— CONUS Littoral Ocean Area Surveillance/Policing
— Hazardous Materials Transportation and Impending
Highway Traffic Gridlock
01/11/13 2
UNCLASSIFIED
3. UNCLASSIFIED
J O I NT Overview
CH
IE FF
F S OF S TA
— Path to Hybrid Aircraft: Three decades of Navy/NASA/Industrial
design exploration followed by unmanned hybrid model
demonstration flights in 2000.
— JCS/J-4 invested~$1.5M in a hybrid aircraft engineering feasibility
study and a NAVAIR technical review, configuration definition,
missions and CONOPS exploration.
— JCS/J-4 proposes JHAMM ACTD to verify the military utility of a
potential near-term solution for a logistical shortfall and provide
basis for commercial investment.
— JHAMM is to yield “proof of the pudding” and demonstrate yet
unimagined possibilities from which military requirements and
commitment often follow.
01/11/13 3
UNCLASSIFIED
4. UNCLASSIFIED The Solution: 300-500 ton Lift
J O I NT Hybrid Aircraft
CH
IE FF
F S OF S TA
01/11/13 4
UNCLASSIFIED
5. UNCLASSIFIED
Innovative Inter-modal Middle Market
J O I NT Transportation System
CH
IE FF
F S OF S TA
01/11/13 5
UNCLASSIFIED
6. UNCLASSIFIED
J O I NT HULA Characteristics/Features
CH
IE FF
F S OF S TA
+ More Ship than Plane (transit speed range: 50 to 100 knots)
+ Pilot Technique: sailing / flying / weather watching / planning
+ Cost/Ton Mile: Less than Airplanes, More than Ships
+ Component Technical Risk: Medium to Low (NAVAIR assessment)
+ Offers C/E Presence and Persistence for Airborne Manned Surveillance, C2
andTargeting
+ Comfortable Travel Environment (troops in condition to fight upon arrival)
+ Lowest Radar/IR Signature of all transports
+ Highest Damage Tolerance and Passenger Survivability of all transports
+ Relatively Safe Transportation Mode: No Concern with mines, torpedoes, CM,
icebergs, other ships, reefs, heavy seas, small boats
+ Nemesis: high wind in an adverse direction and mountain ranges >9k’
+ Weatherability: similar to a general aviation airplane but more tolerant of ice,
snow, rain or turbulence and not constrained by low visibility
+ Unlike “Blimps”, HULA can land anywhere w/o assistance or adjusting ballast
01/11/13 6
UNCLASSIFIED
7. UNCLASSIFIED
J O I NT Technical Approach
CH
IE FF
F S OF S TA
— Industrial exploration/design and flight of 40’ hybrid UAV
— JCS funded engineering feasibility study of a 1000 ton HULA
— NAVAIR technical evaluation of a proposed 30 ton version
— Design/build/fly a 500# payload UAV test vehicle to gather
additional aerodynamic/control related data
— Design build/fly 30 ton payload hybrid sized for a RTF
Stryker/crew/ammo + option for introduction of appropriate
collateral mission equipment
– DT&E + FAA Certification
– Perform MUA for missions of interest (with leased aircraft)
– Pre-design 300 – 500 ton hybrid to define performance/cost
– DoD and Commercial Industry review re future
lease or purchase of optional size hybrid aircraft
01/11/13 7
UNCLASSIFIED
8. UNCLASSIFIED
J O I NT Concept of Operations
CH
IE FF
F S OF S TA
— Insertion/Supply of Ready to Fight Forces Anywhere
– From Home Base/Strategic Distances
– In Spite of Anti-Access Measures/No Airports
– Composite/Cohesive RTF Units
— Re-supply of Naval Forces at Sea
– Reduce port visits
– Medical Evacuation
– Outsized Cargo Transfer
01/11/13 8
UNCLASSIFIED
9. UNCLASSIFIED
J O I NT Concept of Operation (cont)
CH
IE FF
F S OF S TA
— Force Protection against CM and surface threats
– Lift/power for unlimited suite of detection/tracking devices
– Extended time on station (weeks)
– Power/space/platform stability for Laser Energy Weapons
— CONUS Shore/Land Border Security via Presence
– Harbor Approach Security/Protection of Forces in Port
– Fishing Area Encroachment Patrol
– Counter Narcotics Patrol/Enforcement Possibilities
+ Airborne base for UAVs to quickly focus on OTH
targets of special interest
01/11/13 9
UNCLASSIFIED
10. UNCLASSIFIED
J O I NT Demonstration Plan
CH
IE FF
F S OF S TA
— TBD by Potential Operations Managers for Each User Mission
Application
– PACOM:
USFK and ARPAC: Insertion of RTF Forces/FP
JIATF-West: Littoral Ocean Patrol/Surveillance
– DOT: Inter-modal Transportation, Highway Grid-lock,
Fuel Consumption and Hazardous Waste Transfer
01/11/13 10
UNCLASSIFIED
11. UNCLASSIFIED
J O I NT Technical Risks
CH
IE FF
F S OF S TA
Technology TRL Notes
Relevant High-Strength Fabric Material Assembled On CL 75
Envelope low (sphere), sub-scale prototype hybrid envelope constructed
and flown in varying conditions
Complete 6-DOF model run extensively, sub-scale prototype
Flight Control med flown successfully (no incidents), long pneumatic control
lines & actuators tested
Sub-scale model flown (no reefing system), relevant
Hover System low materials surveyed, fans/motors simulated, suction stability
simulated and tested in sub-scale model + LCAC
Standard reliable turboprop engines to be used, propeller
Propulsion low diameter similar to existing, thrust vector and propellers
tested successfully on sub-scale model
Existing GPS based navigation equipment planned,
Navigation low Capstone (UPS) weather monitoring equipment (pivotal)
demonstrated in GA use
Large scale non-rigid fabric seaming process demonstrated
Manufacturing med (CL 75), Tedlar weather barrier performance proven in years
of aerostat use
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J O I NT Players
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— Lead Service: TBD (Army is prime candidate)
— Sponsoring Combat Command: PACOM
— Potential Fed Agency Sponsors: DOT, DOE, FEMA
— Tech Manager: NAVAIR
— Operations Manager: Joint (three candidates)
— Transition Manager: TBD
— Other Interests: Commercial
• FED-X , UPS, Mid-West Trucking
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J O I NT Metrics
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Logistics Operations Surveillance Operations
— Cargo Capacity (Wt,,Vol.) — Lift Capacity (Wt,,Vol.) At
Surveillance Altitude
— Payload-Range
— Persistence (Unrefueled On Station
— Compatibility With Existing Pallets/Tie- Time)
down Systems
— Sensor Integration Compatibility
— Compatibility With Existing Equipment (Size, Types, Performance
(MHE/CHE) Enhancement)
— Speed/Ease Of Loading/Unloading — Interoperability (Comms, Air and
Ground Platforms)
— Remote Operations (Serviceability,
Operability) In Various Conditions
— Crew Conditions (Comfort,
Including Desert, Water-Based and
Effectiveness, etc.)
Extreme Cold — Support Flexibility (land or sea-based
support)
— Minimization/Elimination Of Forward
Basing Infrastructure — Unique Operations (Interdiction,
Search & Rescue, etc.)
— Operational Flexibility (Varying Weather
and Site Conditions)
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J O I NT Schedule
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J O I NT Transition/Residuals
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— AeroCat30 is to be leased to USG for MUA, when
completed, the aircraft is returned to contractor for
introduction into the commercial transport industry.
— The ACTD is expected to induce commercial
investment for developing full sized HULAs for
commercial airlines and lease back to the USG as
CRAF assets, providing outsized cargo capability
while reducing MOG.
— Data from the MUA and DT&E can serve as the basis
for a DoD procurement of AeroCat30 sized aircraft.
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J O I NT ACTD Tentative Funding Plan
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FY 03 04 05 06 07 08 TOT
UAV (5)
DT&E 20 20 20 15
MUA 24
99
•Conditions for outside investment are threefold: USG/DoD invests ~5 million in FY03 to start the project, approves ACTD
(verification of intentions) and signs agreement that they “intend” to lease the prototype aircraft for at least one year following
successful DT&E flight test. Government pays for fuel, spares and insurance during lease.
•Although the ACTD is a FY04 start, an investment in FY03 is needed to launch the approval campaign and pre ACTD activity to
get organized on the government side and for the contractor to get started on long lead items such as the digital flight control,
and building/flying a 500# payload UAV flight model (mini-HULA) for aerodynamic flow verification, ACLS engineering, etc. The
FY03 5 million essentially buys a year in getting to the MUA stage. Funding Is expected from FY02/03 adjustments
•First flight of AeroCat 30 occurs at the end of FY05 or early FY06; DT&E follows for about one year to obtain FAA certification.
The aircraft is the property of the contractor who agrees to lease it to the government for at least one year of MUA.
•Lease amounts and periods are to be adjusted as a function of when a/c become available. These lease amounts reflect a
nominal probable $1.5M/month lease.
•Depending on weather, availability of ranges, exercise schedules, level of user interest, etc., the MUA could continue on for an
additional year or two.
•**About 15+% of this line is for government support and oversight activity, reports and project management overhead to
comply with published ACTD requirements.
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J O I NT Summary
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— The J-HAMM can contribute to a number of the
mission concepts of Joint Vision 2020, in some
cases, it offers capabilities otherwise unattainable:
• Focused Logistics
• Full Dimensional Protection
• Information Superiority
• Dominant Maneuver
• Precision Engagement
HULA may be the “magic carpet” that could make it possible to
insert/support decisive ready-to-fight ground combat forces from
strategic distances, in spite of anti-access measures (no airports) ----
this alone warrants an accelerated effort to test the concept and define
its military utility.
Additionally, hybrid aircraft technology may yield a
transportation “transformation” ------ whether a mirage or opportunity,
the cost to find out is less than $100M.
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J O I NT Backup Slides
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— Commercial AeroCat 1000 Range
— IBCT Scenario – Map
— Military Load for AeroCat 1000
— AeroCat 1000 vs the C-5 IBCT Transfer
— ACL T/O Landing
— AeroCat 30 Multi-view
— AeroCat 30 Unique Features
— AeroCat 30 Performance
— AeroCat 30 Dev Plan
— Tech Risk
— Common Questions and Answers
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J O I NT Commercial AeroCat 1000 Range
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J O I NT IBCT Deployment Scenario
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J O I NT Military Tailored Design
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J O I NT AeroCat vs. C-5
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J O I NT T/O, Landing, Parking
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J O I NT AeroCat 30 Multi-view
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J O I NT Unique Aerocat 30 Features
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J O I NT AeroCat30 Performance Capabilities
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J O I NT AeroCat30 Development Plan
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J O I NT Technical Risk
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J O I NT Common Questions/Comments
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— How will HULA handle weather?
In the thirties, the big crude rigid zeppelins flew on regular schedules
between Germany and Argentina without the benefit of global wx reporting,
GPS, computers, reliable communications, night vision devices, etc. The
passengers were comfortable, more so than on ships. No serious incidents.
With the emerging decade’s technology, we should be able to drive along at
low altitude, as they did, nearly unimpeded by weather. One major element
of weather that most inhibits flight of airplanes is visibility near the ground.
HULAs that can fly at speeds below 50kts will be about as bothered by
weather as you are when driving your car.
A Navy All Weather Flight Test Squadron subjected non-rigid airships
to a wide spectrum of weather conditions including snow, icing, heavy rain,
turbulence, night and day. Review of their reports provides confidence that
non-rigid Hybrid Aircraft, especially with the equipment available during this
decade, will be capable of performing the missions discussed.
The nemesis of HULA will be very high wind blowing in an adverse
direction. Flight planning and continuous adjustment of altitude and route
(like sailing) will be important to mission performance.
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J O I NT Common Questions/Answers
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— How can HULAs survive; aren’t they very vulnerable to all threats?
The Navy performed an extensive analysis of survivability for the proposed
Battle Surveillance Airship (circa 1986), comparing it to ships and other aircraft.
Surprisingly, they found it to be the most survivable platform in the Battle Group, and
especially so for the crew. This revelation gave rise to the suggestion that the Flag
might better be stationed above the fleet in the command airship than on a large thin
hull water-ship.
To begin with, it was observed that the airship was not susceptible to the three
primary threats to forces afloat: mines, torpedoes and CM; just being airborne affords
a substantial improvement in survivability, compared to the ships of the fleet.
Relative to other aircraft that might perform the same mission, surveillance, C2
or transport where the threat includes interception by enemy fighters (firing AAM or
guns): the design and function of radar interceptor systems is such that their favorite
targets are large aircraft with good radar reflectivity approaching head-on at relatively
high speed. Motion relative to the earth improves the ability to detect and gain a lock-
on. Crossing paths yield poor targets and the worst is a target with no closing speed.
HULA will be an extremely poor target for both radar and IR missiles. Non-rigid LTA
craft exhibit a lot of inherent stealth. Ergo, they less susceptible to guided weapons
than are typical heavier than air aircraft.
See next slide for the discussion of “vulnerability”, the respone of a vehicle to
damage from hostile fires.
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— HULA Survivability continued: Vulnerability (reaction to damage)
One naturally imagines that a few rounds of gunfire into that hugh gas bag will yield a
disaster. We refer to this as the “Hindenburg Syndrome”. The lifting gas of modern airships is
Helium vice Hydrogen which is, in fact, a fire suppressant, ergo no explosion. Additionally, the
difference between the atmospheric pressure and the pressure inside the envelope is on the
order of 0.10 psi which means that when holed by bullets, there is seemingly no immediate
reaction ---- the blimp slowly “oozes” Helium. Should the envelope somehow sustain major
damage (a gigantic hole), the airship may eventually (half hour or so) descend until impact with
the ground or water. Injury to the passengers or damage to the cargo should be minor. And if
over water, the hulk will probably float for weeks. Keep in mind that the airship disasters of the
thirties we read about, involved heavy structured rigid airships, not blimps. They did, in fact crash
and there were serious casualties.
Unlike airplanes that are moving at relatively high speed, HULAs will be very damage
tolerant. Airplanes self-destruct because of the force produced by speed. The force, “q”, is a
function of the square of the speed. Typically for an airplane, it is 25 times that for a HULA at
cruise speed.
The resilient structure of a blimp lift system coupled with its slow speed account for the
fact that is the worlds safest form of transportation from the standpoint of passenger survival ----
perhaps safer than walking. Compare to the fate of crew and passengers of transport aircraft
(fixed or rotary wing) which sustain damage from guns or missiles. A composite ready to fight
unit aboard a HULA that is damaged so badly that it is forced to ground short of destination
should be able to exit intact and proceed toward the objective area or wait for another HULA to
land nearby to retrieve the unit.
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J O I NT Common Questions/Answers
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— What about hangars?
During WWII, the US Navy operated medium sized blimps along the
coasts of the US and South America and England and in the Mediterranean
Sea. Most of their work was within a couple of hundred miles of the
coastlines searching for submarines and mines and escorting our ships
carrying troops and supplies to Europe. There were no hangers available
for most of this work. In those days, envelope material was more vulnerable
to sunlight and they had to be replaced every six to eight years. The “bag”
life today with current technology is on the order of 20 years and improving.
HULAs should only require a hanger during construction and overhaul so we
probably can get along with one or two hangars in the CONUS. For the
immediate future, to build and operate the AeroCat30 for MUA, one of the
existing hangars should suffice. The world’s largest hangar is in Germany
--- the floor is the size of 12 soccer fields. Eventually, we may have to rent it.
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J O I NT Common Questions/Answers
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— What about flight crews?
Those who originated this current effort were dedicated to the
proposition that the end product, a fleet of long range large capacity hybrid
aircraft transports, would not become the property of the government. Their
goal was to avoid the burdens of ownership by leasing the equipment
complete with crews and maintenance via the CRAF program. If this goal
becomes reality, the government will not have to train crews or procure the
aircraft or establish a supply system. It is this vision which accounts for the
plan to rent the AeroCat30 with crew and maintenance for the MUA for
about $1.5M/month. Should the services become attracted to the concept
of exploiting the AeroCat30 for missions such as force protection or long
range patrol or re-supply of naval forces at sea, special arrangements and
contracts will have to be developed which provide contractor flight crews
plus service personnel who may be in-command of the vehicles for
purposes of accomplishing these missions.
Additional Questions/Answers/Comments to : cmyersaero@aol.com
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Editor's Notes
Hybrid Aircraft technology can TRANSFORM AIR DELIVERY as we know it today. The unique feature of this global transport is its ability to operate from land or sea without the need for airports ----- a goal is to deliver “ready to fight” troops and armor directly from a training base to the line-of-departure in enemy territory. The JHAMM ACTD proposal follows three years of funded investigation by JCS/J-4 in its quest to improve air delivery and logistics support of combat ground forces. The system to be flown and evaluated is a 30ton lift version of a Hybrid Ultra Large Aircraft (HULA).
JFC concepts such as Dominant Maneuver and Rapid Decisive Operations, when blended with Navy visions for Sea Power 21 and the Army’s 2015 Objective Force, portray a common need for a means to insert decisive forces into hostile territory from strategic distances. In the emerging world, access is uncertain due to political barriers and enemy blockade of or damage to air and sea ports of entry. Even when access is invited , air delivery and re-supply is limited not only by airport and aircraft availability but by ground off-loading facilities and space available to accept material. The MOG problem. There is a clearly stated need for an air transport system that can deliver composite ready to fight decisive forces and supplies to tactically important locations that are remote from airports and seaports. Other problems which have been with us for decades are becoming more acute as the world “agony index” rises with population growth and proliferation of weapons of mass destruction. Protection of our forward deployed forces emerges as a “must solve” problem as does protection of the homeland and its natural resources. On top of this we are faced with growing domestic transportation and environment clean-up challenges. This entire menu of problems is addressed within the JHAMM ACTD.
The J-4 funded engineering study, a technical review performed by NAVAIR in addition to the industrial design exercises and flight demo of a small hybrid model suggest that the technology is sufficiently mature to attempt the development of a full scale Hybrid Aircraft. J-4 proposes this JHAMM ACTD to verify the military utility of a possible near-term solution for a key logistical short-fall as well as exploring by-product applications for important collateral missions such as: - At-sea Replenishment - Forces Protection - Ocean Patrol/Counter Narcotics Barrier - Intermoadality of National Transportation
The proposed solution combines non-rigid airship and aircraft lifting body features with current and advanced fabric envelope materials plus a proven air cushion system in a catamaran configuration to create a turbo-prop powered, trans-global range, and outsized cargo triphibian. Seventy percent of the hybrid’s lift is derived from helium and 30 percent from aerodynamics. The Hybrid Aircraft will be unconstrained by reception facilities and fully compatible with all US, coalition and civil inter-modal transportation environments. It is to be interoperable with the equipment and infrastructure of all agencies and military services. A hybrid aircraft is a “lighter than air” vehicle that never flies light , a feature that accounts for its ability to land and remain on the surface when off-loading, without external assistance. It has the potential of becoming the safest form of long range heavy transportation available. Severe damage may result in no more than a “benign failure”; very unlike heavier than air aircraft. Live fire testing of non-rigid “blimps” has revealed remarkable resilience to damage and, compared to other forms of transportation, the HULA may exhibit the lowest radar and IR signatures and prove to be the least vulnerable to gunfire and missiles. These important features should be confirmed and exploited during the MUA. Relative to our Joint Warfighting Problems, a 500ton capacity HULA addresses the need to insert ready to fight forces into hostile areas and re-supply them from strategic distances when air and sea ports of entry are unavailable. Smaller versions can reduce the number of port visits needed to replenish forward deployed naval forces. A thirty ton version of a HULA, the size to be used for MUA, when equipped with a large antenna low frequency three D radar offers the power/aperture product required to fill the existing void for protecting both the fleet at sea and ground combat maneuver warfare forces against cruise missiles and other low flying threats. The same basic vehicle, equipped for ocean and air surveillance, can satisfy the JIATF need for an extended range ocean patrol system to provide visible presence for policing CONUS borders, protecting against foreign invasion of our fishing areas and erecting barriers to narcotics traffic. HULA can contribute to the USCG’s traditional mission of sea rescue and their expanded areas of responsibility which includes protection of harbors which birth valuable naval forces. The DOT sees HULA as a potential solution to impending gridlock and as a means of reducing the dangers associated with transporting hazardous materials, especially nuclear waste. These collateral functions offered by the 30 ton hybrid class gave rise to the term “multi-mission”, all as by-products of the long range logistics focus of the primary HULA design.
As a transport, the HULA is slower but less expensive than an airplane; much faster and somewhat more expensive than a ship. And, it carries outsized cargo. In general, it should be regarded more as a ship than an aircraft. A niche example in the commercial market might be picking up strawberries at $2.00/box near farms in Imperial Valley and off-loading them near Tokyo, four days later, for $30.00/box. Another would be hauling nuclear waste from a facility on the East Coast and delivering it to the national storage site in Nevada via a circuitous route which avoids populated areas. Such potential uses have fueled expectations for commercial sector investment to share funding the ACTD and for eventual follow-on use by the airlines which would in turn afford DOD access to HULA transports via the CRAF program.
The technical approach is a straightforward low risk engineering exploratory development path, the first three items having been completed. The small 40’ model was an austere effort to illustrate the principle, little data was recorded. The engineering study illustrated the path and pointed out that the high risk area would be the advanced fabric required for such a large envelope. It also told us that the risk was much reduced for craft below a 500 ton capacity. The 30 ton vehicle is no significant challenge to the currently available fabric technology. The 500# mini-HULA will probably be about a hundred feet long and will be instrumented to yield flight loads and aerodynamic flow data; a less expensive means than employing a wind tunnel which also requires creating a very expensive model. After the contractor safety of flight DT&E on the 30 ton prototype, it will be subjected to FAA certification testing and then leased back to the government using the contractor crews, to conduct MUA by the using commands.
Insertion of RTF Forces Anywhere : Load combat forces as cohesive units (troops/armor/helicopters/ammo/water) at their home base, fly them in comfort to the objective area (training en-route), penetrating enemy territory at night, landing and off-loading near the line of departure. The “ready to fight” forces deploy immediately and establish an armed perimeter as other flights arrive, moving to execute an attack before dawn. The freedom to select advantageous points of entry expands tactical options and reduces the probability for hostile reception. An optional mission includes insertion of SOF on land or lakes, rivers or bays and/or an air drop at very slow speed from low altitude. Re-supply of Naval Forces at Sea : Toward reducing the necessity to visit ports in unfriendly parts of the world, HULA can re-supply either by landing amid the fleet and transferring cargo via barge or by flying formation just above ships and lowering supplies by winch. It can also serve as a medical evacuation ship or as a flying MASH to service fleet units which have minimum access to medical facilities. The aircushion landing system is designed to permit landing and taxi up through sea state three.
Force Protection : This is a mission the Navy has explored in depth relative to improving Aegis air defense against the CM threat by employing a Battle Surveillance Airship (BSA). The CONOPS called for two large BSAs to accompany a task force and provide continuous overhead presence (10,000’) for periods up to four weeks. BSA work areas and quarters afforded a comfortable living environment for a crew of twelve. Mission equipment included low frequency 3-D radar, a very large antenna, X band illuminators for SM-2 missile end game guidance, CEC, IR Search & Track, ECM and more. The predicted result was a four fold improvement in the ability to defend against multiple CMs, Exocets or other low-flying attackers. Similar configurations could be arranged using the 30ton HULA for protection and airborne C2 for ground maneuvering forces. Typically, the HULAs would require refueling every three to five days (when at sea, from designated ships). Ocean / Land Border Patrol : This is a mission which has been described by PACOM’s JIATF-West. HULA can provide patrol presence that is affordable for extended mission periods up to a week. It can relieve the demand for use of fixed wing aircraft which are currently over burdened and more expensive to operate, releasing them for missions where higher speed is needed. Based on operational experience of large rigid Navy airships of the thirties which served as airborne carriers for Sparrow Hawk fighters, it is conceivable to employ UAVs from a HULA. The UAVs could quickly extend patrol coverage to well beyond the horizon to afford a focused close look at distant ships or events reported from other sources such as satellites, pseudolites (HAA) or surface vessels. We can only speculate on the CONOPS which will evolve if the user is afforded the opportunity to become familiar with the HULA during and after the MUA.
Demo Plan: After DT&E and FAA Certification testing has been completed, the 30tonHULA will be made available to the user groups listed here for in-turn exercises as they desire. The eventual equipment to be employed for the various missions will be substituted for by surrogate equipments and the measured utility adjusted accordingly. Relative to the primary focus of the ACTD, insertion and re-supply of ground combat forces, this mission should consume the most time, probably four months while the other missions may be demonstrated/assessed during two to three month periods. If during the first year of testing, the HULA performs as advertised, the services/agencies could choose to have an additional model produced and leased for extended assessment of a particular mission area.
As tasked by J-4, NAVAIR performed the technical assessment.