DND increasingly claims records requested by public don’t exist, but critics have their doubts

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  January 11, 2023 | International, Aerospace, Naval, Land, C4ISR, Security, Other Defence

  Congress announces commission to review National Defense Strategy

  Four members served on the 2018 National Defense Strategy Commission, which defense hawks in Congress wielded to argue for higher military budgets.

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  August 2, 2019 | International, Aerospace

  European Hypersonic Cruise Passenger Study Set For New Tests

  By Guy Norris A team of European hypersonic researchers are preparing for wind tunnel tests of a Mach 8 concept that is designed to prove technologies for the development of future ultra-long-range, high-speed commercial vehicles and air-breathing space launch systems. Funded under Europe's Horizon 2020 research and innovation program, Stratofly (Stratospheric Flying Opportunities for High-speed Propulsion Concepts) is targeted at fostering hypersonic capabilities for a 300-seat passenger vehicle cruising above 30 km (19 mi.) to TRL (technology readiness level) 6 by 2035. The project builds on the Lapcat waverider concept developed under earlier programs by the European Space Agency/European Space Research and Technology Center. Using the 310-ft.-long Lapcat II MR2.4 version as a reference vehicle, the 30-month Stratofly effort is focused on classic hypersonic technology challenges such as propulsion integration, hot structures and thermal management. In addition, with environmental concerns at the forefront in Europe, the project also includes sustainability considerations such as fuel-burn efficiency, noise and emissions reductions, as well as operational issues such as life-cycle costs, safety and certification. Coordinated by The Polytechnic University of Turin, Italy, the project team believes that sustainable hypersonic travel is feasible through the use of liquid hydrogen fuel and new trajectories that would enable flights from Europe to Australia in 3 hr. Specific targets include 75-100% CO2 reductions per passenger kilometer and 90% reductions in nitrous oxide (NOx) compared to current long-range transport aircraft. A version of the vehicle could also be adapted into the first stage of a two-stage-to-orbit space launch system, says the group. Other members of the 10-strong consortium include the von Karman Institute for Fluid Dynamics in Belgium, which is focused on propulsion and noise; the Netherlands Aerospace Center, NLR, which is also part of the noise study; and CIRA, the Italian aerospace research center, which is conducting high-speed flow analysis. Propulsion systems and climate impact input is provided by Germany's DLR research organization, while ONERA, the French aerospace research center, is focused on emissions as well as plasma-assisted combustion in the vehicle's combined-cycle propulsion system. Sweden's FOI defense research agency is also part of the plasma combustion study. The French National Center for Scientific Research is also evaluating the vehicle's potential climate impact, particularly in areas such as the effects of water droplets from the exhaust in the upper atmosphere. Studies of the overall business plan, human factors and hypersonic traffic management are being conducted by the Hamburg University of Technology, while the Spain-based Civil Engineering Foundation of Galicia is focused on structural analysis and optimization. Like the original Lapcat design, the Stratofly MR3 waverider configuration is dominated by a large elliptical inlet and an integrated nozzle aft located between two canted tail fins. For takeoff and acceleration up to Mach 4.5, the vehicle is powered by six air turbo ramjets (ATR, also known as air turbo rockets) in two bays of three, each fed by secondary inlets in the primary intake. Above this speed, sliding ramps cover the ATR inlets as the vehicle accelerates and transitions to a dual-mode ramjet/scramjet (DMR) for the next phase of the flight. The DMR is housed in the dorsal section, nested between the ATR ramjets, and is designed to operate in ramjet mode to above Mach 5 and scramjet mode up to Mach 8. The scramjet will incorporate a plasma-assisted combustion system to maintain the stability of the flame front and prevent the potential for flameouts. Tests of the plasma system in a combustor will take place later this year at ONERA, where supersonic combustion testing also took place for Lapcat. The tests will be conducted in November-December at ONERA's ATD5 facility and will focus on inlet conditions at Mach 3.7. Also planned for later this year is a test of the full vehicle in the high-enthalpy wind tunnel at DLR's Gottingen research facility. Testing at DLR will run through September 2020 and is expected to target similar free-stream conditions as those tested on Lapcat II—around Mach 7.8. The work will assess aerothermodynamic characteristics and be used to validate the results of earlier computational fluid dynamics analysis of the MR3 design, which incorporates external and internal differences against the reference vehicle. “We elevated the canard [a retractable feature for lower-speed flight] and redesigned the vertical tails,” says Davide Ferretto, a research assistant on the Stratofly team from The Polytechnic University of Turin. “We also redesigned the leading-edge radius of the inlet for increased efficiency as it feeds both propulsion systems.” As part of the redesign, the enclosed passenger compartment, which was divided into two sections running along each side of the vehicle, has been combined into a single cabin in the lower lobe of the fuselage. https://aviationweek.com/propulsion/european-hypersonic-cruise-passenger-study-set-new-tests

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  October 9, 2019 | International, C4ISR

  How airmen can work together for persistent ISR

  By: Brig. Gen. Gregory Gagnon and Lt. Col. Nishawn Smagh There is always a next war. Great power competition is here. Now is the time, while the United States maintains a position of strength, to ensure we are not outmatched, out-thought, or out-witted. Rapidly and realistically positioning the Intelligence, Surveillance, and Reconnaissance enterprise for first-mover advantage in today's data-driven environment is beginning with purposeful urgency. The past paradigm: crew-to-aircraft model During our careers, the Air Force ISR enterprise grew in both capability and capacity. In the late 1990s, the Air Force operated an ISR enterprise dominated by manned aircraft, each with their own specialized team operating unique systems that turned data into initial intelligence. Only a few organizations could turn raw airborne sensor data into intelligence in near-real time. We were only beginning to move data to the analyst, versus deploying the analyst to the data. As battlefield demand of ISR grew, we scaled up. We were fortunate to help build and execute airborne intelligence operations on a global scale, connected via a global network — we called them “reachback” operations. Reachback operations were the first step in transmitting ISR sensor collection across the globe in seconds. Even today, few nations can conduct this type of ISR operational design. The enterprise has continued to advance, achieving fully distributed operations around the world. We also made it possible to remove humans from aircraft, allowing missions to fly nearly three times longer and expand the data available to exploit. Correspondingly, the Air Force increased the number of organizations that could accept data and create intelligence. Following 9/11, our nation's needs changed; the fight necessitated the Air Force grow its capacity to deliver intelligence for expanded operations in the Middle East. We bought more unmanned vehicles, trained more ISR Airmen, and created more organizations to exploit data. Collection operations were happening 24/7 and most sorties required multiple crews to fly, control sensors and turn collection tasks into intelligence. As reachback operations grew, they became the Distributed Common Ground System and developed the ability to exploit aircraft sensor data. This growth was significant, but at the tactical level we employed the same crew model and simply grew at scale. This resulted in manpower growth, but also in disparate, distributed crews working similar tactical requirements with little unity of effort or larger purpose. This limited the ability of ISR airpower to have broader operational effects. While suitable for counter-terrorism, history tells us this approach is ill advised for great power conflict. Observe and orient: the data explosion and sense-making The traditional crew-to-aircraft model for exploitation must fast forward to today's information environment. The Pentagon has shifted its guidance to this new reality. The Defense Department recently declared information a seventh core function, and the Air Force's formal ISR flight plan maps a course for digital-age capabilities to turn information into intelligence. This “sense-making” must be able to handle both the complexity of a diverse information environment and scale to contend with an exploding volume of data. Access to expanded data sets, from diverse collection sources and phenomenology, is near and urgently needed. The Department's focus on artificial intelligence and machine learning in this realm remains stable and necessary. The next step is to retool how we task, organize, and equip both intelligence collection and analytic crews. As the Pentagon focuses on open architectures, artificial intelligence and machine learning, and data standards, the field is rapidly moving out. Air Combat Command , the Air Force lead command for ISR, is attacking the crew-to-aircraft model to test a sensor-agnostic approach using multiple data sources to address intelligence requirements. Cross-functional teams of Airmen are now assigned broader operational problems to solve, rather than a specific sensor to exploit. This will change joint and service collection management processes. ACC is tackling this future. We are supporting Air Force commanders in Europe and the Pacific with a pilot project that allows Airmen to explore these sensor-agnostic approaches. An additional element to our future success is partnering with our joint and allied partners, as well as national agencies, to bring resources, tools, and insights to bear. As we field the open architecture Distributed Common Ground System, we are shifting the focus from airmen operating specific sensors to airmen leveraging aggregate data for broader analysis. Headquarters Air Force and ACC are installing technologies to ensure readiness for the future ISR enterprise. Cloud technology paired with artificial intelligence and machine learning promises to speed human-machine teaming in generating intelligence across warfighting domains at the speed and scale necessary to inform and guide commanders. Underpinning this effort is a new data strategy and agile capability development for rapid prototyping and fielding. The Defense Department and the Air Force must continue to prioritize this retooling. Our adversaries see the opportunities; this is a race to the future. Situational awareness in the next war will require the development and fielding of AI/ML to replace the limited and manpower-intensive processes across the Air Force ISR enterprise. Employing AI/ML against repetitive data exploitation tasks will allow the service to refocus many of its ISR Airmen on AI/ML-assisted data analysis and problem solving. ISR and multi domain command and control ... enabling decide and act A headquarters-led initiative, with eyes toward a joint capability, is the creation of a collaborative sensing grid that operates seamlessly across the threat spectrum. Designs call for a data-centric network of multi domain platforms, sensors, and airmen that work together to provide persistent ISR. Equipped with manned and unmanned platform sensors capable of computing via AI/ML, these capabilities will link commanders to real-time information, plus tip and cue data from sensors-to-sensors, joint commanders, and weapons. This collaborative sensing grid is a foundational element for multi domain command and control . The vision of MDC2 is to outpace, outthink and outmaneuver adversaries. Creatively and rapidly applying new technology to operational problems is a long-held characteristic of airmen. Our DCGS airmen are no different. Non-material solutions deserve as much attention as hardware. This pilot project is our vanguard initiative to prepare for rapidly changing future systems environments. https://www.c4isrnet.com/opinion/2019/10/08/how-airmen-can-work-together-for-persistent-isr/