The Defense Advanced Research Projects Agency (DARPA) selected Northrop Grumman Corporation as a Phase 1 Swarm Systems Integrator for the Agency’s OFFensive Swarm-Enabled Tactics (OFFSET) program. As part of the program, Northrop Grumman will launch its first open architecture test bed and is seeking participants to create and test their own swarm-based tactics on the platform. Northrop Grumman is teamed with Intelligent Automation, Inc. (IAI) and the Interactive Computing Experiences Research Cluster, directed by Doctor Joseph LaViola at the University of Central Florida.
As part of the DARPA OFFSET program, Northrop Grumman serves as a swarm systems integrator, tasked with designing, developing and deploying a swarm-system, open-based architecture for swarm technologies in both a game-based environment and physical test bed. The team has been tasked to produce tactics and technologies to test on the architecture and is responsible for engaging a wider development and user audience through rapid technology-development exercises known as «swarm sprints».
Approximately every six months, DARPA plans to solicit proposals from potential “sprinters” in one of five thrust areas: swarm tactics, swarm autonomy, human-swarm teaming, virtual environment and physical test bed. Participants from academia, small business and large corporations are invited to join in these swarm sprints. Sprinters will work with the integration team to create and test their own novel swarm tactics within the test bed environment. The end of each sprint will coincide with live physical test experiments with DARPA, the systems integrator team and other sprinters.
The goal of the OFFSET program is to provide small-unit infantry forces with small Unmanned Aircraft Systems (UASs) or small Unmanned Ground Systems (UGSs) in swarms of 250 or more robots that support diverse missions in complex urban environments. OFFSET seeks to advance the integration of modern swarm tactics and leverage emerging technologies in swarm autonomy and human-swarm teaming.
«Cognitive autonomy has the potential to transform all defense and security systems. OFFSET will explore a variety of applications in relevant mission scenarios», said Vern Boyle, vice president, advanced technologies, Northrop Grumman Mission Systems. «We are applying cutting-edge technologies in robotics, robot autonomy, machine learning and swarm control to ultimately enhance our contributions to the warfighter».
The U.S. Defense Advanced Research Projects Agency (DARPA) has awarded BAE Systems a $4.6 million contract for its Mobile Offboard Clandestine Communications and Approach (MOCCA) program. The MOCCA program’s goal is to enable submarines to detect other submerged vessels at greater distances, while minimizing the risk of counter-detection.
«Advances in maritime technology are critical to the Department of Defense and an area where the U.S. military can continue to strengthen its advantage», said Geoff Edelson, director of Maritime Systems and Technology at BAE Systems. «With the resurgence of near-peer competitors and an increasing number of submarines, MOCCA technology will provide Navy submariners with a vital asymmetrical advantage against a rapidly proliferating undersea threat».
To meet the MOCCA program’s ambitious Phase 1 goals, BAE Systems’ researchers will design efficient sonar capabilities to maximize detection range and improve target identification and tracking.
The MOCCA program demonstrates BAE Systems’ strength in innovation and its capability to design technologies for future combat scenarios. The research and development team at BAE Systems regularly works closely with DARPA and other defense research institutes to create and deliver capabilities that improve the competitive advantages of the U.S. armed forces.
DARPA has selected The Boeing Company to complete advanced design work for the Agency’s Experimental Spaceplane (XS-1) program, which aims to build and fly the first of an entirely new class of hypersonic aircraft that would bolster national security by providing short-notice, low-cost access to space. The program aims to achieve a capability well out of reach today – launches to low Earth orbit in days, as compared to the months or years of preparation currently needed to get a single satellite on orbit. Success will depend upon significant advances in both technical capabilities and ground operations, but would revolutionize the Nation’s ability to recover from a catastrophic loss of military or commercial satellites, upon which the Nation today is critically dependent.
«The XS-1 would be neither a traditional airplane nor a conventional launch vehicle but rather a combination of the two, with the goal of lowering launch costs by a factor of ten and replacing today’s frustratingly long wait time with launch on demand», said Jess Sponable, DARPA program manager. «We’re very pleased with Boeing’s progress on the XS-1 through Phase 1 of the program and look forward to continuing our close collaboration in this newly funded progression to Phases 2 and 3 – fabrication and flight».
The XS-1 program envisions a fully reusable unmanned vehicle, roughly the size of a business jet, which would take off vertically like a rocket and fly to hypersonic speeds. The vehicle would be launched with no external boosters, powered solely by self-contained cryogenic propellants. Upon reaching a high suborbital altitude, the booster would release an expendable upper stage able to deploy a 3,000-pound/1,360-kg satellite to polar orbit. The reusable first stage would then bank and return to Earth, landing horizontally like an aircraft, and be prepared for the next flight, potentially within hours.
In its pursuit of aircraft-like operability, reliability, and cost-efficiency, DARPA and Boeing are planning to conduct a flight test demonstration of XS-1 technology, flying 10 times in 10 days, with an additional final flight carrying the upper-stage payload delivery system. If successful, the program could help enable a commercial service in the future that could operate with recurring costs of as little as $5 million or less per launch, including the cost of an expendable upper stage, assuming a recurring flight rate of at least ten flights per year – a small fraction of the cost of launch systems the U.S. military currently uses for similarly sized payloads. (Note that goal is for actual cost, not commercial price, which would be determined in part by market forces.)
To achieve these goals, XS-1 designers plan to take advantage of technologies and support systems that have enhanced the reliability and fast turnaround of military aircraft. For example, easily accessible subsystem components configured as line replaceable units would be used wherever practical to enable quick maintenance and repairs.
The XS-1 Phase 2/3 design also intends to increase efficiencies by integrating numerous state-of-the-art technologies, including some previously developed by DARPA, NASA, and the U.S. Air Force. For example, the XS-1 technology demonstrator’s propulsion system is an Aerojet Rocketdyne AR-22 engine, a version of the legacy Space Shuttle main engine (SSME).
Other technologies in the XS-1 design include:
Advanced, lightweight composite cryogenic propellant tanks to hold liquid oxygen and liquid hydrogen propellants;
Hybrid composite-metallic wings and control surfaces able to withstand the physical stresses of suborbital hypersonic flight and temperatures of more than 2,000º F/1,093º C;
Automated flight-termination and other technologies for autonomous flight and operations, including some developed by DARPA’s Airborne Launch Assist Space Access (ALASA) program.
XS-1 Phase 2 includes design, construction, and testing of the technology demonstration vehicle through 2019. It calls for initially firing the vehicle’s engine on the ground 10 times in 10 days to demonstrate propulsion readiness for flight tests.
Phase 3 objectives include 12 to 15 flight tests, currently scheduled for 2020. After multiple shakedown flights to reduce risk, the XS-1 would aim to fly 10 times over 10 consecutive days, at first without payloads and at speeds as fast as Mach 5/3,836 mph/6,174 km/h. Subsequent flights are planned to fly as fast as Mach 10, and deliver a demonstration payload between 900 pounds/408 kg and 3,000 pounds/1,360 kg into low Earth orbit.
Another goal of the program is to encourage the broader commercial launch sector to adopt useful XS-1 approaches, processes, and technologies that facilitate launch on demand and rapid turnaround – important military and commercial needs for the 21st century. Toward that goal, DARPA intends to release selected data from its Phase 2/3 tests and will provide to all interested commercial entities the relevant specs for potential payloads.
«We’re delighted to see this truly futuristic capability coming closer to reality», said Brad Tousley, director of DARPA’s Tactical Technology Office (TTO), which oversees XS-1. «Demonstration of aircraft-like, on-demand, and routine access to space is important for meeting critical Defense Department needs and could help open the door to a range of next-generation commercial opportunities».
Experimental Spaceplane (XS-1) Phase 2/3 Concept Video
DARPA has completed flight-testing of a sub-scale version of a novel aircraft design as part of its Vertical TakeOff and Landing (VTOL) X-Plane program, and is proceeding with work to develop a full-scale version of the groundbreaking plane. Developed and fabricated by Aurora Flight Sciences, the revolutionary aircraft includes 24 electric ducted fans – 18 distributed within the main wings and six in the canard surfaces, with the wings and canards tilting upwards for vertical flight and rotating to a horizontal position for wing-borne flight. The successful tests suggest there is a time in the not-so-distant future when VTOL aircraft could fly much faster and farther than any existing hover-capable craft, and take off and land almost anywhere.
Subscale testing began on the VTOL program in March of 2016 and the first phase of testing ended after six flights with demonstration of auto take off, sustained hover, directional and translational control (including lateral and rearward flight), waypoint navigation, and auto landing. Later, the aircraft wing and canard tilt mechanisms, tilt schedules, and wing-borne flight controls were enabled for testing. Four of the test flights featured an expanded flight envelope in which the vehicle experimented with increases in air speed until the wing generated most of the lift.
«The VTOL demonstrator was designed specifically to test the aerodynamic design of the aircraft, validate flight dynamics, and develop the flight and mission-systems controls for application to the full-scale vehicle», said Ashish Bagai, DARPA program manager. «The aircraft exhibited exceptional flight characteristics, with no loss in altitude even as it transitioned from vertical to horizontal flight. It also demonstrated aerodynamic effectiveness of the distributed propulsive system».
The subscale aircraft flight and mission control architectures will, for the most part, be carried over into the full-scale VTOL aircraft, but with a few additions and improvements. According to Bagai, the full-scale aircraft will incorporate a triple-redundant flight control system instead of a single system. A hybrid turboshaft engine driving electric generators to power the fan units, versus the demonstrator’s batteries, will power the full-scale aircraft. Finally, the full-scale aircraft fan units will be synchronized to the generators and turn at a constant RPM, but incorporate variable pitch, whereas the demonstrator’s fans are speed controlled.
In addition to serving as a flight controls systems developmental aircraft, the VTOL subscale demonstrator advanced a number of technologies such as 3D-printed plastics for flight structures and aerodynamic surfaces as well as embedded distributed electric propulsion. The subscale demonstrator also improved methods to develop the aerodynamic databases upon which the air-vehicle control system is modeled, and provided lessons for the flight control system.
With the subscale test flights completed, the aircraft will be preserved for possible additional tests in the future. Meanwhile, all ongoing-program efforts will focus on the development of the full-scale VTOL X-Plane aircraft, which now bears the official designation of XV-24A.
The XV-24A will weigh 12,000 pounds/5,443 kg compared to the demonstrator’s 322 pounds/146 kg, and will aim to demonstrate specific performance objectives stipulated by DARPA: flight speeds in excess of 300 knots/345 mph/555.6 km/h, full hover and vertical flight capabilities, and – relative to helicopters – a 25 percent improvement in hovering efficiency and 50 percent reduction in system drag losses during cruise.
«These are ambitious performance parameters», Bagai said, «which we believe will push current technologies to the max and enable a new generation of vertical flight operational capabilities».
DARPA Completes Testing of Subscale Hybrid Electric VTOL X-Plane
DARPA recently completed Phase 1 of its Gremlins program, which envisions volleys of low-cost, reusable Unmanned Aerial Systems (UASs) – or «gremlins» – that could be launched and later retrieved in mid-air. Taking the program to its next stage, the Agency has now awarded Phase 2 contracts to two teams, one led by Dynetics, Inc. (Huntsville, Alabama) and the other by General Atomics Aeronautical Systems, Inc. (San Diego, California).
«The Phase 1 program showed the feasibility of airborne UAS launch and recovery systems that would require minimal modification to the host aircraft», said Scott Wierzbanowski, DARPA program manager. «We’re aiming in Phase 2 to mature two system concepts to enable ‘aircraft carriers in the sky’ using air-recoverable UASs that could carry various payloads – advances that would greatly extend the range, flexibility, and affordability of UAS operations for the U.S. military».
Gremlins Phase 2 research seeks to complete preliminary designs for full-scale technology demonstration systems, as well as develop and perform risk-reduction tests of individual system components. Phase 3 goals include developing one full-scale technology demonstration system and conducting flight demonstrations involving airborne launch and recovery of multiple gremlins. Flight tests are currently scheduled for the 2019 timeframe.
Named for the imaginary, mischievous imps that became the good luck charms of many British pilots during World War II, the program envisions launching groups of UASs from multiple types of military aircraft – including bombers, transport, fighters, and small, unmanned fixed-wing platforms – while out of range of adversary defenses. When the gremlins complete their mission, Lockheed C-130 Hercules transport aircraft would retrieve them in the air and carry them home, where ground crews would prepare them for their next use within 24 hours.
The gremlins’ expected lifetime of about 20 uses could provide significant cost advantages over expendable unmanned systems by reducing payload and airframe costs and by having lower mission and maintenance costs than conventional manned platforms.
Collaborative Operations in Denied Environment (CODE) Phase 2 Concept Video
DARPA’s Tactical Undersea Network Architecture (TUNA) program recently completed its initial phase, successfully developing concepts and technologies aimed at restoring connectivity for U.S. forces when traditional tactical networks are knocked offline or otherwise unavailable. The program now enters the next phase, which calls for the demonstration of a prototype of the system at sea.
TUNA seeks to develop and demonstrate novel, optical-fiber-based technology options and designs to temporarily restore radio frequency (RF) tactical data networks in a contested environment via an undersea optical fiber backbone. The concept involves deploying RF network node buoys – dropped from aircraft or ships, for example – that would be connected via thin underwater fiber-optic cables. The very-small-diameter fiber-optic cables being developed are designed to last 30 days in the rough ocean environment – long enough to provide essential connectivity until primary methods of communications are restored.
«Phase 1 of the program included successful modeling, simulation, and at-sea tests of unique fiber-cable and buoy-component technologies needed to make such an undersea architecture work», said John Kamp, program manager in DARPA’s Strategic Technology Office. «Teams were able to design strong, hair-thin, buoyant fiber-optic cables able to withstand the pressure, saltwater, and currents of the ocean, as well as develop novel power generation concepts».
Supplying power to floating buoy nodes on the open sea presents a particular challenge. During the first phase of the program, the University of Washington’s Applied Physics Lab (APL) developed a unique concept called the Wave Energy Buoy that Self-deploys (WEBS), which generates electricity from wave movement. The WEBS system is designed to fit into a cylinder that could be deployed from a ship or aircraft.
Having now entered its second and final phase, the program is advancing to design and implement an integrated end-to-end system, and to test and evaluate this system in laboratory and at-sea demonstrations. As a test case for the TUNA concept, teams are using Link 16—a common tactical data network used by U.S. and allied forces’ aircraft, ships, and ground vehicles.
DARPA wraps up first phase of program developing temporary underwater fiber-optics communications networks to ensure connectivity when tactical networks are unavailable
The Mechanically Based Antenna program could enable radio communication through seawater and the ground and directly between warfighters hundreds and ultimately thousands of kilometers apart.
Here’s something easy to forget when you are chatting on your cell phone or flipping channels on your smart TV: although wireless communication seems nothing short of magic, it is a brilliant, reality-anchored application of physics and engineering in which radio signals travel from a transmitter to a receiver in the form of electric and magnetic fields woven into fast-as-light electromagnetic waves. That very same physics imposes some strict limits, including ones that frustrate the Department of Defense (DoD). Key among these is that radio frequency signals hit veritable and literal walls when they encounter materials like water, soil, and stone, which can block or otherwise ruin those radio signals. This is why scuba buddies rely on sign language and there are radio-dead zones inside tunnels and caves.
With his newly announced A MEchanically Based Antenna (AMEBA) effort, program manager Troy Olsson of DARPA’s Microsystems Technology Office is betting on a little-exploited aspect of electromagnetic physics that could expand wireless communication and data transfer into undersea, underground, and other settings where such capabilities essentially have been absent. The basis for these potential new abilities are ultra-low-frequency (ULF) electromagnetic waves, ones between hundreds of hertz and 3 kilohertz (KHz), which can penetrate some distance into media like water, soil, rock, metal, and building materials. A nearby band of very-low-frequency (VLF) signals (3 KHz to 30 KHz) opens additional communications possibilities because for these wavelengths the atmospheric corridor between the Earth’s surface and the ionosphere – the highest and electric-charge-rich portion of the upper atmosphere – behaves like a radio waveguide in which the signals can propagate halfway around the planet.
«If we are successful, scuba divers would be able to use a ULF channel for low bit-rate communications, like text messages, to communicate with each other or with nearby submarines, ships, relay buoys, Unmanned Aerial Vehicles (UAVs), and ground-based assets, Through-ground communication with people in deep bunkers, mines, or caves could also become possible», Olsson said. And because of that atmospheric waveguide effect, VLF systems might ultimately enable direct soldier-to-soldier text and voice communication across continents and oceans.
To date, there’s been a huge and expensive rub to actually pulling off low-frequency radio communication in the versatile ways that Olsson has in mind. The wavelengths of VLF and ULF radio signals rival the distances across cities and states, respectively. And since longer wavelengths have required taller antennas, communications in these frequency bands have entailed the construction of enormous and costly transmitter structures. A VLF antenna that the U.S. Navy built on a remote peninsula in Cutler, Maine, in the heat of the Cold War just to send a trickle of data to submarines makes the point: the gargantuan transmitter complex occupies 2,000 acres/8 square kilometers, features 26 towers up to 1,000 feet/305 m high, and operates with megawatt levels of power.
With the AMEBA program, Olsson aims to develop entirely new types of VLF and ULF transmitters that are sufficiently small, light, and power efficient to be carried by individual warfighters, whether they are on land, in the water, or underground. Rather than relying on electronic circuits and power amplifiers to create oscillating electric currents that, when driven into antennas, initiate radio signals, the new low-frequency VLF and ULF antennas sought in the AMEBA program would generate the signals by mechanically moving materials harboring strong electric or magnetic fields.
In principle, this is as simple as taking a bar magnet or an electret – an insulating substance, such as a cylinder of quartz (silica) glass, in which positive and negative electric charges are permanently segregated to create an electric dipole – and moving it at rates that will generate ULF and VLF frequencies. To open up practical new capabilities in national security contexts, however, the challenges include packing more powerful magnetic and electric fields into smaller volumes with smaller power requirements than has ever been achieved before for a ULF or VLF transmitter. That will require innovations in chemistry and materials (new magnets and electrets), design (shapes and packing geometries of these materials), and mechanical engineering (means of mechanically moving the magnets and electrets to generate the RF signals).
«Mobile low-frequency communication has been such a hard-technological problem, especially for long-distance linkages, that we have seen little progress in many years», said Olsson. «With AMEBA, we expect to change that. And if we do catalyze the innovations we have in mind, we should be able to give our warfighters extremely valuable mission-expanding channels of communications that no one has had before».
Tern, a joint program between DARPA and the U.S. Navy’s Office of Naval Research (ONR), seeks to greatly increase the effectiveness of forward-deployed small-deck ships such as destroyers and frigates by enabling them to serve as mobile launch and recovery sites for specially designed unmanned air systems (UASs). DARPA last year awarded Phase 3 of Tern to a team led by the Northrop Grumman Corporation to build a full-scale technology demonstration system. The program has since made significant advances on numerous fronts, including commencement of wing fabrication and completion of successful engine testing for its test vehicle, and DARPA has tasked Northrop Grumman with building a second test vehicle.
«DARPA has been thinking about building a second Tern test vehicle for well over a year», said Dan Patt, DARPA program manager. «Adding the second technology demonstrator enhances the robustness of the flight demonstration program and enables military partners to work with us on maturation, including testing different payloads and experimenting with different approaches to operational usage».
Tern envisions a new medium-altitude, long-endurance UAS that could operate from helicopter decks on smaller ships in rough seas or expeditionary settings while achieving efficient long-duration flight. To provide these and other previously unattainable capabilities, the Tern Phase 3 design is a tailsitting, flying-wing aircraft with a twin contra-rotating, nose-mounted propulsion system. The aircraft would lift off like a helicopter and then perform a transition maneuver to orient it for wing-borne flight for the duration of a mission. Upon mission completion, the aircraft would return to base, transition back to a vertical orientation, and land. The system is sized to fit securely inside a ship hangar for maintenance operations and storage.
Tern has accomplished the following technical milestones for its test vehicle in 2016:
Wing fabrication: Since Phase 3 work started at the beginning of 2016, Tern has finished fabricating major airframe components and anticipates final assembly in the first quarter of 2017. Once complete, the airframe will house propulsion, sensors, and other commercial off-the-shelf (COTS) systems to make up the full-scale technology demonstration vehicle.
Engine tests: In Phases 2 and 3, Tern has successfully tested numerous modifications to an existing General Electric engine to enable it to operate in both vertical and horizontal orientations. This type of engine was chosen because it is mature and powers multiple helicopter platforms currently in use.
Software integration: This summer, Tern opened its Software Integration Test Station (SITS), part of the System Integration Lab that supports software development for the program. The test station includes vehicle management system hardware and software, and uses high-fidelity simulation tools to enable rapid testing of aircraft control software in all phases of flight. The SITS is helping ensure the technology demonstration vehicle could fly safely in challenging conditions such as launch, recovery, and transition between horizontal and vertical flight.
Additional tests are about to start. A 1/5th-scale version of the approved vehicle model is in testing in the 80’ × 120’ wind tunnel at the NASA Ames Research Center’s National Full-Scale Aerodynamics Complex (NFAC). Data collected during this test will be used to better characterize aircraft aerodynamic performance and validate aerodynamic models.
«We’re making substantial progress toward our scheduled flight tests, with much of the hardware already fabricated and software development and integration in full swing», said Brad Tousley, director of DARPA’s Tactical Technology Office, which oversees Tern. «As we keep pressing into uncharted territory – no one has flown a large unmanned tailsitter before – we remain excited about the future capabilities a successful Tern demonstration could enable: organic, persistent, long-range reconnaissance, targeting, and strike support from most Navy ships».
Tern is currently scheduled to start integrated propulsion system testing in the first part of 2017, move to ground-based testing in early 2018, and culminate in a series of at-sea flight tests in late 2018.
DARPA and the Navy have a Memorandum of Agreement (MOA) to share responsibility for the development and testing of the Tern demonstrator system. The Marine Corps Warfighting Laboratory (MCWL) has also expressed interest in Tern’s potential capabilities and is providing support to the program.
In the decades-long quest to develop reusable aircraft that can reach hypersonic speeds – Mach 5 (approximately 3,300 miles per hour/5,300 kilometers per hour) and above – engineers have grappled with two intertwined, seemingly intractable challenges. The top speed of traditional jet-turbine engines maxes out at roughly Mach 2.5, while hypersonic engines such as scramjets cannot provide effective thrust at speeds much below Mach 3.5. This gap in capability means that any air-breathing hypersonic vehicles developed today would use disposable rockets for one-time boosts up to operating speed, limiting the vehicles’ usefulness.
To help remove these constraints and lay the framework for routine hypersonic flight with reusable vehicles, DARPA has launched its Advanced Full Range Engine (AFRE) program. AFRE seeks to develop and demonstrate a new aircraft propulsion system that could operate over the full range of speeds required from low-speed takeoff through hypersonic flight.
«Instead of designing an entirely new kind of engine, we’re envisioning an inventive hybrid system that would combine and improve upon the best of off-the-shelf turbine and ramjet/scramjet technologies», said Christopher Clay, DARPA program manager. «This won’t be the first time that ambitious engineers will attempt to combine turbine and ramjet technologies. But with recent advances in manufacturing methods, modeling, and other disciplines, we believe this potentially groundbreaking achievement may finally be within reach».
AFRE aims to explore a Turbine-Based Combined Cycle (TBCC) engine concept, which would use a turbine engine for low-speed operations and a dual-mode ramjet – which would work efficiently whether the air flowing through it is subsonic (as in a ramjet) or supersonic (as in a scramjet) – for high-speed operations. The two components of the hybrid engine would share a common forward-facing air intake and rear-facing exhaust nozzle to release thrust.
AFRE aims to develop critical technologies and culminate in ground-based testing of a full-scale, integrated technology demonstration system. If that testing is successful, further development of the AFRE technology would require flight testing in a potential follow-on demonstration program.
Systems that operate at hypersonic speeds offer the potential for military operations from longer ranges with shorter response times and enhanced effectiveness compared to current military systems. Such systems could provide significant payoff for future U.S. operations, particularly as adversaries’ capabilities advance.
On April 18, Aurora Flight Sciences announced that a Subscale Vehicle Demonstrator (SVD) of its LightningStrike, Vertical Take-off and Landing Experimental Plane (VTOL X-plane) for the Defense Advanced Research Projects Agency (DARPA) was successfully flown at a U.S. military facility at Manassas, Virginia. The flight of the subscale aircraft met an important DARPA risk reduction requirement, focusing on validation of the aerodynamic design and flight control system.
«The successful subscale aircraft flight was an important and exciting step for Aurora and our customer», said Tom Clancy, Aurora’s chief technology officer. «Our design’s distributed electric propulsion system involves breaking new ground with a flight control system requiring a complex set of control effectors. This first flight is an important, initial confirmation that both the flight controls and aerodynamic design are aligning with our design predictions».
The subscale aircraft weighs 325 pounds/147.4 kg and is a 20% scale flight model of the full scale demonstrator Aurora will build for DARPA in the next 24 months. The wing and canard of the subscale vehicle utilize a hybrid structure of carbon fiber and 3D printed FDM plastics to achieve highly complex structural and aerodynamic surfaces with minimal weight. The unmanned aircraft take-off, hover and landing was controlled by Aurora personnel located in a nearby ground control station with oversight and coordination by U.S. government officials including DARPA personnel.
On March 3, 2016, DARPA announced the award of the Phase II contract for the VTOL X-Plane contract to Aurora, following a multi-year, Phase I design competition. The program seeks to develop a vertical take-off and landing demonstrator aircraft that will achieve a top sustained flight speed of 300 knots/345 mph/556 km/h – 400 knots/460 mph/741 km/h, with 60-75% increase in hover efficiency over existing VTOL aircraft. Aurora’s design is for the first aircraft in aviation history to demonstrate distributed hybrid-electric propulsion using an innovative synchronous electric-drive system. Having successfully completed the subscale demonstrator flight, Aurora’s LightningStrike team will focus over the next year on further validation of flight control system and configuration of the full scale VTOL X-Plane demonstrator.
Aurora Flight Sciences’ subscale vehicle demonstrator successfully flew at a U.S. military facility