An airborne electro-optical laser sensor designed to detect minefields has demonstrated the ability to detect simulated improvised explosive devices. The Airborne Surveillance, Target Acquisition and Minefield Detection System (ASTAMIDS) developed by Northrop Grumman, demonstrated this capability during an Army evaluation of the new system. The system was flown on the MQ-8B Fire Scout unmanned aerial system.

ASTAMIDS combines multi-spectral electro-optical sensors employing different sensing methods, including texture analysis and change detection, to spot recently buried objects suspected as mines or IEDs. In addition to its primary counter-mine and counter-IED mission ASTAMIDS also provides reconnaissance, surveillance and target acquisition capability. The system’s laser can also designate targets for laser guided munitions. Under the Army evaluation the system successfully designated targets for three Hellfire missiles.

Through a recent test series conducted in September 2010, ASTAMIDS flew 12 missions on an Army UH-1 and the Northrop Grumman owned MQ-8B unmanned vehicle. These flight tests evaluated the system’s C-IED nadir step stare, off-nadir road following and large area precision mapping capabilities.

These capabilities were supported by the new ‘ASTAMIDS Ground Exploitation Station’ (AGES), integrated with the systems’ ground control segment for the test. AGES processed streaming telemetry data obtained from the airborne sensor, enabling operators to identify target locations in near real-time.

The core of the system is the gimbaled, lightweight, multi-spectral, electro-optical and infrared imaging sensor designed to be flown on both manned and unmanned aircraft. The airborne payload weighs about 36 kg (80 pounds). Integrated with AGES processors and software, the system detects, locates and identifies ground targets, minefields, obstacles and IEDs, determines ranges to ground targets, and, as proven in the tests, designates targets for attack by laser-guided munitions.

According to the U.S. Army PM Close Combat Systems, “ASTAMIDS will give Army Brigade Combat Teams unprecedented situational awareness and target designation capabilities.” The near-real time response of the system is critical for counter-IED missions, as it provides warfighters with actionable intelligence minutes after a specific area is analyzed.

“These tests proved we’ve achieved our goal with ASTAMIDS – we can identify ground threats and deliver targeting-quality data to adjacent warfighters to destroy the threats and do that in near real time” said Dan Chang, Northrop Grumman vice president of Maritime and Tactical Systems.

The X3 high speed hybrid helicopter from Eurocopter (Photo: Eurocpoter)

A Hybrid High Speed Helicopter (H3) technology demonstrator developed by Eurocopter began flight testing on September 6, 2010 at the French flight test center at Istres. The new aircraft designated ‘X3′ (X Cube) combines vertical takeoff, landing and hovering performance with high speed cruising capability at speeds exceeding 220 knots. The announcement came less than two weeks after United Technologies (UTX.N) unit Sikorsky claimed an unofficial speed record of 250 knots (460 km/hour) with its X2 prototype . Today’s helicopters typically cruise around 130-40 knots.

The X3 demonstrator is powered by two turboshaft engines driving a five-blade main rotor system and two propellers installed on short-span stub wings. This configuration combines the speed of a turboprop-powered aircraft and the full hover flight capabilities of a helicopter.

The new concept could be utilized for missions where speed is a determining factor – such as military special operations, long range, long endurance search and rescue, medical evacuation, maritime patrol and border security, passenger transport and inter-city shuttle services.

Initial testing will continue through December with reduced power, progressively opening the flight envelope to speeds of approximately 180 kts. After a three-month upgrade, X3 flights will resume in March 2011 with the goal of reaching sustained cruise speeds in excess of 220 kts.

According to Lutz Bertling, Eurocopter’s President & CEO, the development of the X3 from concept to first flight took less than three years. The X-Cube concept was launched in January 2008, with aim to validate the technical concept of this high speed, hybrid proplusion VTOL system. While the X-Cube takes off and lands like a normal helicopter, during cruising the rotor RPM is reduced, in order to devoid the drag divergence at the tip of the advancing blade. The small wings added to the aircraft partially unload the rotor at high speed, and help avoiding the retreating blade stall. Wing mounted propellers provide the propulsive force in forward flight and anti-torque in hover, thus making the fenestron rotor tail redundant. The development team used elements from several Eurocopter helicopters for the X3, including an AS-365 airframe, the main rotor of an EC-155 and a main gearbox from an EC-175.

The EC725 is a powerful and fast helicopter with long range capabilities - powered by 2 Turbomeca Makila 2A turboshaft engines. It has a very large useful volume and accommodates various seating arrangements up to 29 troops in a spacious cabin and 2 crew members. Photo: Eurocopter

Mexico is increasing its order for Eurocopter EC725 Cougar helicopters with additional six helicopters, following an initial order for six made in March 2009. Eurocopter will supply all 12 helicopters to Mexico’s SEDENA (Secretaría de La Defensa Nacional) beginning in the second quarter of 2011. The helicopters will be used for transport and civil security missions. EC725 is the latest member of Eurocopter’s Cougar family. This multi-purpose, 11 ton class helicopter is capable of transporting 29 passengers and mission endurance of 5.30 hours.

This contract represents a further consolidation of Eurocopter’s presence in Mexico, which is managed by its Eurocopter de Mexico S.A. de C.V. subsidiary. A majority of the country’s government departments have been operating Eurocopter helicopters since 1964, which are utilized in supporting the airlift and transportation needs of the Mexican President, the Navy Secretariat, the Ministry of Defense and other users. over 350 of the company’s helicopters currently in service in this region – representing a market share of more than 50 percent. Brazil has recently ordered 50 EC-725 helicopters for its armed forces. These helicopters will also be produced by Helibras, Eurocopters’ subsidiary in Brazil.

Typical missions are: troop transport, MEDEVAC - up to 12 stretchers and 4 attendant seats - and naval mission system. An important amount of available qualified mission equipment and installations can be fitted on EC725 to be customized to any specific SAR and CSAR mission requirement. The large cabin volume of the EC725 accommodate any complete suite of Naval mission system, including 2 multifunction workstations, a sonar, a sonobuoy dispenser, leaving sufficient room for additional mission equipment. Photo: Eurocopter

For Combat Search and Rescue, the AW101 can be equipped with window or door mounted guns, defensive aids suite and air-to-air refueling equipment. Photo: AgustaWestland

AgustaWestland plans to compete for the U.S. Air Force’s planned replacement of HH-60G Pave hawk combat search and rescue (CSAR) helicopter with over 100 ‘off-the-shelf’ platform. The European group is offering a version of the AW101 designated HH-71. Two years ago the company teamed with Lockheed Martin to offer the U.S. Air Force a similar search and rescue helicopter (CSAR-X program). Then they lost to the much heavier HH-47 Chinook, proposed by Boeing. Last month Lockheed Martin and Sikorsky announced their intention to offer the Air Force a modified version of the latest Black Hawk UH-60M tailored for CSAR missions.

A view from the cockpit of an AW-101. Photo: AgustaWestland

R. Scott Rettig, chief executive officer of AgustaWestland North America believes the HH-71, “has modern, stealthy capabilities are balanced out with the confidence of a mature, proven platform, as the full CSAR program requirements are developed.” Among the HH-71s’ attributes that could benefit its CSAR role are low acoustic signature, all-weather capability and effectiveness in austere environments such as sand and snow. The aircraft includes three engines providing aircrews the assurance that the mission can be safely completed, even under hostile or irregular warfare conditions. The spacious cabin space is wide enough to transport 35 seated troops or 16 stretchers for medical evacuations and room for on-board treatment – a significant capacity increase over the legacy platform. More than 155 AW101 helicopters were delivered to date, accumulating over 200,000 flight hours, some have been flying combat and support missions in Afghanistan and Iraq. For Combat Search and Rescue, the AW101 can be equipped with window or door mounted guns, defensive aids suite and air-to-air refueling equipment.

Other likely competitors for the US$1.7 billion program are the European NH Industries NH-90 or Eurocopter EC-725 Super Cougar, both proposed by EADS North America present a different possibility that could rely on one of the aircraft or a mix of both types. Boeing is also offering a mix of CH-47 Chinook and V-22 Tilt Rotor aircraft.

Lockheed Martin (NYSE:LMT) is developing a new Kinetic Energy Net (KEN) armor concept for military rotorcraft and aircraft, which could also find application in future combat vehicles. In April 2010 the company has won a US$1.5 Million from the U.S. Army Applied Aviation Technology Directorate to continue continue development of the KEN armor design.

KEN is a modular, lightweight composite armor system offering high protection weight levels lighter than current aircraft armor. One of the advantages of KEN is its integration into the aircraft structure, instead of attaching plates to the fuselage. By applying advanced ballistic materials and experimental strike faces, current KEN applications save about 13 percent of weight, compared to advanced ceramic and composite armor designs. Lockheed Martin’s goal is to achieve further weight reduction up to 40 percent in the next phase of development, without losing protective capability.

The company’s Missiles and Fire Control division also develops the TekShield – a unique ceramic design claimed to be superior and lighter than legacy ceramic armor. TekShield provides a balanced protection from blast and ballistic threats, including high speed projectiles and fragments. This new armor technology is scalable to meet specific threats, from small caliber rifles and mid-range cannons to IEDs and other explosive devices.

F-22A Raptor, 5th Generation fighter. Photo: Tamir Eshel

Our first impressions from the Farnborough AirShow this year are that short termed, urgent requirements, have finally reached the air forces, traditionally known for their long term visionary and meticulous planning processes.

The recent conflicts fought at high profile, in Southwest Asia and Iraq, leave the military with minimal tolerance for error and, under these circumstances, they want everything right now and at the lowest cost.
With the absence of a major enemy, western air forces tend big ticket spending on buying new aircraft, while dragging procurement decisions on almost everything that does not directly support current combat requirements.

Fighter aircraft development and procurement programs are only one symbol of this trend. With a single, next generation fighters dominating the market for the foreseeable future, and the apparent commitment to buy few thousands F-35s over the next decades, the options open for air forces drill down to two – act now or wait and see. Some have already made their choices. The Canadians have recently decided in favor of the next generation fighter, as well as the Australians and British, but firm orders for production quantities are still pending. The U.S. Marine Corps are the most desperate for the new fighter, and the new accelerated test plan, currently underway, seems to brighten the future for the corps’ aviation, held in limbo as its current Vertical Take Off Short Landing (V/STOL) AV-8B and F/A-18C/D Hornets wear out under an extremely intensive operational regime.

F-35 AF-1 & AF-2 Arrival at Edwards Air Force Base. Photo: Lockheed Martin

Lockheed Martin, which has the highest stakes in the next generation fighter, opted to avoid the debate and visibly maintained a low profile with its F-35 program at Farnborough, leaving the scene for the competition. Wether this was a wise move or not, the future will tell, but it should certainly be scrutinized and questioned by the media.

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SR-30 rotary UAV displayed in flight during the Farnborough Airshow 2010

The SR-30 UAS from the U.S. company Rotomotion, displayed in flight by Advanced UAV Technology (AUAVT), passing by the Farnborough control tower. This unmanned vehicle it was the first UAS to receive CAA permit to fly in non segregated airspace. It is powered by a gasoline engine. AUAVT plans to introduce another version based on the SR-30 called AT-30 with a dry weight of 7 kg, designed to carry more than half that weight – up to 4.5 kg of payload for more than three hours. (210 minutes). According to AUAVT it will be equipped with EO/IR payload, and despite the use of gasoline engine, its acoustic signature is only 55 dB at 50 meters.

The company offers a full line of Rotary UVS, carrying payloads from 4 to 700 kg on missions from less than an hour tomore than six hours. AT-10 is a small rotary wing UAV designed for surveillance missions. It can be configured with a large stabilized sensor payload. AUAVT offers a series of custom designed Rotary UAVs that can be designed for different missions, from a mini, back-packable electrically powered ‘whispering’ AT-10 ultra quiet helicopter (less than 40dB at 50 meters) carrying a 1.5 kg payload for up to 40 minutes to the AT-1000, shown below in the static area, carrying up to 350 kg payload on a 6.5 hour mission.

All systems are controlled with a computerized, hand held GCS offering ‘point and click’ routing, and joystick and touch screen operation for payload control. Video telemetry utilized IP based communications. Photos: Tamir Eshel

UAV aerial display, showing the SR30 and FanWing

At the center was the Phantom Ray stealth UCAV, a technology demonstrator of the a four-tailed, six-engine flying platform built by QinetiQ, designed to experiment the flight rules to be used with the future Solar Eagle, a 400 foot span aerial vehicle proposed by Boeing for DARPA's Vulture 2 program.

For the first time at an international airshow Boeing dedicated a special display for its newly established UVS unit. At the center was the Phantom Ray stealth UCAV, a technology demonstrator of the a four-tailed, six-engine flying platform built by QinetiQ, designed to experiment the flight rules to be used with the future Solar Eagle, a 400 foot span aerial vehicle proposed by Boeing for DARPA’s Vulture 2 program. Boeing’s Solar Eagle could fly by 2014, carrying payloads up to 400 pounds to a cruising altitude of 60,000 ft, where it will remain on station for up to 80 days. DARPA would like an operational vehicle to remain in station up to five years…

The air-launched ScanEagleCompressed Carriage was also displayed here, along with other small tactical UAVs from Boeing and InSitu - the Integrator and ScanEagle. Boeing is also working on the ‘Magnetic Eagle Compressed Carriage’ (MECC), designed for aerial anti-submarine warfare. Platforms such as the CCSE and NECC could be deployed from airborne platforms (a video shown by Boeing depicted one system dropped from a ramp of a V-22 in flight). A MECC equipped with a booster could be launched from a submarine.

The Solar Eagle will be capable of flying missions of unlimited duration, powered by multiple electrical motors that will provide the thrust for propulsion and steering, by using differential thrust of different motors. These motors will run on electrical energy generated by fuel cells and solar arrays. The energy stored on board will be sufficient to carry the Solar Eagle to its operating altitude, where the air is calm and plenty of solar energy can be stored during daytime, for use by the motors and systems on board overnight. The full-scale Solar Eagle will be configured as a tail-less flying wing fitted with eight motors, with payloads and energy storage carried in a boom-shaped canister. Boeing has recently completed the assembly of the Hydrogen-powered Phantom Eye that will also be capable of flying long endurance, high altitude missions.

Another UAV shown here for the first time is the H-6U - the. Unmanned Little Bird (ULB). Photo: Tamir Eshel

Boeing also displayed three models of the long endurance A-160T Hummingbird, configured for three missions: persistent area surveillance, persistent area dominance, a weaponized configuration equipped with EO/IR payload and six Hellfire missiles and a tactical transport version, carrying cargo internally or as sling load.

At the center was the Phantom Ray stealth UCAV, a technology demonstrator of the a four-tailed, six-engine flying platform built by QinetiQ, designed to experiment the flight rules to be used with the future Solar Eagle, a 400 foot span aerial vehicle proposed by Boeing for DARPA's Vulture 2 program.

For the first time at an international airshow Boeing dedicated a special display for its newly established UVS unit. At the center was the Phantom Ray stealth UCAV, a technology demonstrator of the a four-tailed, six-engine flying platform built by QinetiQ, designed to experiment the flight rules to be used with the future Solar Eagle, a 400 foot span aerial vehicle proposed by Boeing for DARPA’s Vulture 2 program. Boeing’s Solar Eagle could fly by 2014, carrying payloads up to 400 pounds to a cruising altitude of 60,000 ft, where it will remain on station for up to 80 days. DARPA would like an operational vehicle to remain in station up to five years…

The Solar Eagle will be capable of flying missions of unlimited duration, powered by multiple electrical motors that will provide the thrust for propulsion and steering, by using differential thrust of different motors. These motors will run on electrical energy generated by fuel cells and solar arrays. The energy stored on board will be sufficient to carry the Solar Eagle to its operating altitude, where the air is calm and plenty of solar energy can be stored during daytime, for use by the motors and systems on board overnight. The full-scale Solar Eagle will be configured as a tail-less flying wing fitted with eight motors, with payloads and energy storage carried in a boom-shaped canister. Boeing has recently completed the assembly of the Hydrogen-powered Phantom Eye that will also be capable of flying long endurance, high altitude missions.

Boeing also displayed three models of the long endurance A-160T Hummingbird, configured for three missions: persistent area surveillance, persistent area dominance, a weaponized configuration equipped with EO/IR payload and six Hellfire missiles and a tactical transport version, carrying cargo internally or as sling load.

Another UAV shown here for the first time is the H-6U - the. Unmanned Little Bird (ULB).

The air-launched ScanEagleCompressed Carriage was also displayed here, along with other small tactical UAVs from Boeing and InSitu - the Integrator and ScanEagle. Boeing is also working on the ‘Magnetic Eagle Compressed Carriage’ (MECC), designed for aerial anti-submarine warfare. Platforms such as the CCSE and NECC could be deployed from airborne platforms (a video shown by Boeing depicted one system dropped from a ramp of a V-22 in flight). A MECC equipped with a booster could be launched from a submarine.

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