Tuesday, June 2, 2020

Rolls-Royce unveils hybrid power system for laser weapons

Photo: For Representational Purposes Only
WASHINGTON — Rolls-Royce has been quietly developing an integral system required to operate laser weapons on the battlefield for about a decade in its LibertyWorks division, which is the company’s internal advanced technology unit based in Indianapolis.
But the company is ready to go public on the technology it has internally funded, having taken it through extensive testing, Mark Wilson, LibertyWorks’ chief operating officer, told Defense News in a May 9 interview.
That technology is an integrated power and thermal management system capable of powering a 100-kilowatt-class laser weapon, according to Wilson.
The system uses the company’s well-known M250 helicopter engine — that was used in the OH-58D Kiowa Warrior helicopter and is also found in the Little Bird and the AH-6i helicopters — which allows the system to generate roughly 300 kilowatts of electrical power and 200 kilowatts of thermal management capacity, Wilson said.
But the system is also considered hybrid as it combines a battery with the engine.
Rolls-Royce is “a power and propulsion company and so about 10 years ago, we started thinking more about electrification. You can see it in today’s hybrid cars, hybrid trains, same thing in marine applications,” Wilson said.
“We saw this capability of using a turbine engine and a battery combined to operate propulsion systems was potentially coming,” Wilson said, “so we started looking at electrification and then said, ‘Oh, there are also some unique opportunities when you look at what a directed-energy system needs. It needs a lot of power, it needs to be power dense and needs thermal technology as well and we are good at those types of capabilities.’”
The engine “allows us to have continuous operations as long as you have fuel available,” which leads to an endless magazine of laser shots, he said.
The battery allows “instantaneous power, so you don’t have to have the engine running all the time,” Wilson said. “You can start running on the battery and then switch over to the turbine engine once it’s up to speed.”
And the engine, when it’s running, can recharge the battery, he added.
system is designed to fit inside the same vehicle as the laser weapon itself. Up until now, demonstrations of laser systems have focused on scaling and building up the technology of the weapon itself and so the services have used commercial off-the-shelf diesel generators and cooling systems that require a separate trailer.
“Our idea here is we want to package it in a size that can fit along with the laser system onto a vehicle, a type of a truck or eventually a ship or even eventually airborne, so the focus of our research is on developing that kind of capability that can go on an actual platform,” Wilson said.
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TechWatch
Rolls-Royce unveils hybrid power system for laser weapons
By: Jen Judson May 10, 2019
604118
Rolls-Royce has designed and tested an integrated power and thermal management system technology demonstrator. (Courtesy of Rolls-Royce)
Rolls-Royce has designed and tested an integrated power and thermal management system technology demonstrator. (Courtesy of Rolls-Royce)
WASHINGTON — Rolls-Royce has been quietly developing an integral system required to operate laser weapons on the battlefield for about a decade in its LibertyWorks division, which is the company’s internal advanced technology unit based in Indianapolis.
But the company is ready to go public on the technology it has internally funded, having taken it through extensive testing, Mark Wilson, LibertyWorks’ chief operating officer, told Defense News in a May 9 interview.
That technology is an integrated power and thermal management system capable of powering a 100-kilowatt-class laser weapon, according to Wilson.
The system uses the company’s well-known M250 helicopter engine — that was used in the OH-58D Kiowa Warrior helicopter and is also found in the Little Bird and the AH-6i helicopters — which allows the system to generate roughly 300 kilowatts of electrical power and 200 kilowatts of thermal management capacity, Wilson said.
But the system is also considered hybrid as it combines a battery with the engine.
Rolls-Royce is “a power and propulsion company and so about 10 years ago, we started thinking more about electrification. You can see it in today’s hybrid cars, hybrid trains, same thing in marine applications,” Wilson said.
“We saw this capability of using a turbine engine and a battery combined to operate propulsion systems was potentially coming,” Wilson said, “so we started looking at electrification and then said, ‘Oh, there are also some unique opportunities when you look at what a directed-energy system needs. It needs a lot of power, it needs to be power dense and needs thermal technology as well and we are good at those types of capabilities.’”
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The engine “allows us to have continuous operations as long as you have fuel available,” which leads to an endless magazine of laser shots, he said.
The battery allows “instantaneous power, so you don’t have to have the engine running all the time,” Wilson said. “You can start running on the battery and then switch over to the turbine engine once it’s up to speed.”
And the engine, when it’s running, can recharge the battery, he added.
US Army gets world record-setting 60-kW laser
US Army gets world record-setting 60-kW laser
The U.S. Army is taking delivery of a 60 kilowatt-class laser from Lockheed Martin as the company wraps up demonstrations of the capability.
By: Jen Judson
The system is designed to fit inside the same vehicle as the laser weapon itself. Up until now, demonstrations of laser systems have focused on scaling and building up the technology of the weapon itself and so the services have used commercial off-the-shelf diesel generators and cooling systems that require a separate trailer.
“Our idea here is we want to package it in a size that can fit along with the laser system onto a vehicle, a type of a truck or eventually a ship or even eventually airborne, so the focus of our research is on developing that kind of capability that can go on an actual platform,” Wilson said.
US Army tests laser on Apache helicopter
US Army tests laser on Apache helicopter
The U.S. Army and Raytheon have completed a flight test of a high-energy laser system on an AH-64 Apache attack helicopter that was deemed successful, according to a Raytheon statement.
By: Jen Judson
To date, Rolls-Royce has done “quite a bit of work” in terms of designing, testing and modeling the system. The company plans to go through another round of testing beginning soon and lasting through the end of May and possibly into June.
That testing is in preparation for sending the system down to be field-tested this year with Lockheed Martin’s laser weapon system.
Lockheed Martin, partnered with Dynetics, is competing — head-to-head with Raytheon — to build a powerful 100-kilowatt laser for the U.S. Army, which pushes the envelope on directed-energy capability development.
winner of the competition will integrate its laser system onto the Family of Medium Tactical Vehicles (FMTV).
And that is the size of truck that Rolls-Royce has its eye on for fitting its own power and thermal system.
But the company believes its technology is scaleable when it comes to powering different laser weapons and when it comes to the platform on which a laser weapon might find itself, Wilson said. That could be an Army vehicle, a naval vessel or a medium transport airlifter.
The Army, for instance, is testing laser weapons on a Stryker combat vehicle
goal is to develop technology for continuous operation,” Wilson said, but, “if the customer doesn’t need that and packaging is more important, we’ve got the tools now to be able to translate to other applications.”
The goal is for the services to see the utility of such a system because it will allow “customers to move past current low-power, low duty-cycle demonstrations by solving many of the difficult issues integrating high-power output with matching levels of thermal management,” Wilson said in a May 10 statement.

Future of India’s Supercarrier Program Still Uncertain

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Indian Ministry of Defense (MoD) has still not approved plans to move forward with the acquisition of the Indian Navy’s first supercarrier, the future 65,000-ton flattop INS Vishal, the second ship of the Vikrant-class, according to Indian media reports. As of this month, the MoD has not issued a so-called Acceptance of Necessity note, the first official step in procuring a new defense platform.
The principal two reasons for the delay are difficulties with the carrier’s design and the Indian Navy’s declining budget. The proposed new supercarrier, to be constructed at the Cochin shipyard in southern India, is part of the Indian Navy’s Maritime Capability Perspective Plan (MCCP) which foresees the creation of three carrier strike groups with two groups deployed on the east and west coasts of India and the third held in reserve.
The future INS Vishal is expected to be capable of carrying up to 55 aircraft (35 fixed-wing combat aircraft and 20 rotary wing aircraft) launched using a catapult assisted take-off but arrested recovery (CATOBAR) aircraft launch system, which purportedly will include U.S. defense contractor’s General Atomics’ new electromagnetic aircraft launch system (EMALS) technology also found on the U.S. Navy’s new Gerald R. Ford-class carriers.
“The INS Vishal will be the first non-Western aircraft carrier equipped with the complex CATOBAR launch capability,” I explained previously. “CATOBAR aircraft launch systems put less strain on the airframe of planes during takeoff reducing maintenance cost in the long run and also allows carrier-based aircraft to carry a heavier weapons payload. Furthermore, CATOBAR launch systems increase the sortie rates of carrier air wings by allowing a faster landing and takeoff rate.”
The new carrier will be conventionally-powered. Initial plans for using nuclear propulsion were discarded following a report by the Bhabha Atomic Research Center, India’s premier nuclear research facility headquartered in Mumbai, that it would take 15 to 20 years to develop a nuclear reactor large enough for the 65,000-ton aircraft carrier.
The Indian Navy has officially issued a request for information for a new carrier-based multirole aircraft in January 2017 for service aboard the new supercarrier. As I noted in December 2016, the Indian Navy does not intent to deploy the naval variant of the Hindustan Aeronautics Limited Light Combat Aircraft Tejas aboard the flattop, although the service could consider a lighter upgraded version of the fighter plane, the Tejas Mark II.
The top three contenders for forming the core of the carrier’s future air group are Boeing’s F/A-18 Super Hornet, a naval version of the Dassault Rafale, and the Russian-made MiG-29K Fulcrum fighter jet. The Indian Navy’s preference for the CATOBAR aircraft launch system, however, makes it unlikely that the service will select the MiG-29K, given that other aircraft have greater endurance and can carry heavier weapons loads.
Total acquisition costs for the new carrier, expected to enter service in the 2030s, are estimated at between $11-15 billion.

The Pocket-Sized Black Hornet Drone Is About To Change Army Operations Forever

Photo: For Representational Purposes Only
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Photo: For Representational Purposes Only
he Pocket-Sized Black Hornet Drone Is About To Change Army Operations Forever
Even the service's smallest units will soon have the ability to scout ahead and see into hard to reach spaces from behind cover.
The Pocket-Sized Black Hornet Drone Is About To Change Army Operations Forever
Even the service's smallest units will soon have the ability to scout ahead and see into hard to reach spaces from behind cover.
After more than four years of experimentation and evaluation, the U.S. Army is beginning to send out FLIR Systems' tiny Black Hornet nano drones to operational units, which will fundamentally change how the service conducts itself on the battlefield. The miniature unmanned helicopter will give the elements as small as infantry squads a significant boost in situational awareness and allow them to scout ahead without having to automatically put soldiers at risk.
Army revealed that the Soldier Sensors and Lasers (SSL) division of Rock Island Arsenal’s Joint Manufacturing and Technology Center (RIA-JMTC) had delivered the first 60 complete Black Hornet systems to unspecified units. Then, on Jan. 24, 2019, FLIR Systems announced it had received a contract worth up to $39.6 million to deliver thousands more of the drones to the service, along with associated equipment, in the coming years.
The equipment is getting smaller and the reason it’s getting smaller is so the Soldier can be equipped with this,” Sunny Koshal, the chief of the Soldier Support Branch at RIA-JMTC said in an official interview in January 2019. “This thing, you can really pocket it and just carry it.”
The latest Black Hornet 3, which FLIR Systems also calls the Personal Reconnaissance System (PRS), weighs less than a tenth of a pound and is just under seven inches long. The complete system comes with a docking station for two drones that keeps them protected when not in use, as well as a hand-held touchscreen device and a controller.
All of this, along with a number of other more minor parts, as well as the user’s manual, comes inside a foam-lined, ruggedized container. But the basic components necessary to use the Black Hornet in the field could easily fit inside a soldier’s backpack.
For its compact size and weight, the system, which the Army officially calls the Soldier Borne Sensor (SBS), offers impressive capabilities. Each Black Hornet has two daytime video cameras, as well as a thermal imager. All of these systems can capture still images for further analysis, too.
During nighttime operations, the drone fuses the feeds from both its electro-optical the thermal imaging system to create higher fidelity imagery. This makes it easier for the operator to positively identify individuals as hostile, rather than just innocent bystanders, or otherwise examine other objects of interest in the dark.
The Pocket-Sized Black Hornet Drone Is About To Change Army Operations Forever
Even the service's smallest units will soon have the ability to scout ahead and see into hard to reach spaces from behind cover.
BY JOSEPH TREVITHICK
FEBRUARY 6, 2019
THE WAR ZONE
FLIR SYSTEMS
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After more than four years of experimentation and evaluation, the U.S. Army is beginning to send out FLIR Systems' tiny Black Hornet nano drones to operational units, which will fundamentally change how the service conducts itself on the battlefield. The miniature unmanned helicopter will give the elements as small as infantry squads a significant boost in situational awareness and allow them to scout ahead without having to automatically put soldiers at risk.
On Jan. 9, 2019, the Army revealed that the Soldier Sensors and Lasers (SSL) division of Rock Island Arsenal’s Joint Manufacturing and Technology Center (RIA-JMTC) had delivered the first 60 complete Black Hornet systems to unspecified units. Then, on Jan. 24, 2019, FLIR Systems announced it had received a contract worth up to $39.6 million to deliver thousands more of the drones to the service, along with associated equipment, in the coming years.
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“The equipment is getting smaller and the reason it’s getting smaller is so the Soldier can be equipped with this,” Sunny Koshal, the chief of the Soldier Support Branch at RIA-JMTC said in an official interview in January 2019. “This thing, you can really pocket it and just carry it.”
The latest Black Hornet 3, which FLIR Systems also calls the Personal Reconnaissance System (PRS), weighs less than a tenth of a pound and is just under seven inches long. The complete system comes with a docking station for two drones that keeps them protected when not in use, as well as a hand-held touchscreen device and a controller.
All of this, along with a number of other more minor parts, as well as the user’s manual, comes inside a foam-lined, ruggedized container. But the basic components necessary to use the Black Hornet in the field could easily fit inside a soldier’s backpack.
For its compact size and weight, the system, which the Army officially calls the Soldier Borne Sensor (SBS), offers impressive capabilities. Each Black Hornet has two daytime video cameras, as well as a thermal imager. All of these systems can capture still images for further analysis, too.
During nighttime operations, the drone fuses the feeds from both its electro-optical the thermal imaging system to create higher fidelity imagery. This makes it easier for the operator to positively identify individuals as hostile, rather than just innocent bystanders, or otherwise examine other objects of interest in the dark.
US ARMY
A good look at the contents of each complete Soldier Borne Sensor system package.
It can stay aloft for up to 25 minutes and has a maximum range of 1.24 miles, allowing the operator to send it well ahead of their position to look for threats and other items of interest. It’s very quiet, too, allowing troops to use it regularly, day or night, without being worried that it might give their position away.
Black Hornet has a line-of-sight link, as well as a GPS-enabled beyond-line-of-sight navigation capability. The operator can use the controller to pilot the unmanned helicopter manually, observing its activity through the cameras in its nose via the touchscreen display. The drone is also capable semi-autonomous operation, following preset waypoints, and can return to the user as programmed or on demand.
also has a feature that will send it back in the direction of the operator’s position if it gets jammed or the encrypted control link otherwise ends up broken. FLIR Systems offers a Vision-Based Navigation capability for GPS denied environments and for operating indoors, where the control signal could easily get blocked, but it’s not clear if the Army has purchased Black Hornets with this specific capability. Vision-based navigation is an autonomous mode where the drone uses the feeds from its cameras, coupled with a computer algorithm, to determine its relative position and avoid obstacles.
would certainly be a valuable feature given the growing threat of enemy electronic warfare systems, as well as the U.S. military’s increasing interest in being prepared to fight in dense, built-up areas. The Army, among others, is also preparing for the possibility that subterranean warfare, involving fighting through caverns and underground complexes of various types, could be another significant component of future warfighting.
The main purpose of this mission is to provide security, safety, and alertness to the Soldiers where the enemy is at all times,” Koshal, the branch chief at Rock Island Arsenal said. “Bottom line is it will keep the Soldier safe.”
Even just in day-to-day operations, Black Hornet will give Army soldiers an impressive boost in awareness about their surroundings, allowing them to make better-informed movements and out-maneuver opponents. It also offers a new way to reduce vulnerability to a host of threats, including ambushes, improvised explosive devices, or just what might be hiding on top of a roof or the other side of a wall. It could also help small units to more quickly and accurately assess the impact of artillery or air strikes and determine whether more fire support is needed and where.
It’s a relatively cost-effective way to upgrade the capability of small units, too, with a unit price per complete system of between $15,000 and $20,000, according to the Army's budget request for the 2019 Fiscal Year. The service’s hand-launched RQ-11 Ravens, among the service’s most common small drones in widespread service now, cost around ten times more each and are exponentially larger than the Black Hornet.
It’s a capability that’s been some time in the making, too. The Army's Natick Soldier Research Center first began experimenting with what was then known as the Prox Dynamics' PD-100 Black Hornet in 2014 as part of the Cargo Pocket Intelligence, Surveillance, and Reconnaissance (CP-ISR) program.
Two years earlier, the U.K. Armed Forces began using the very early versions of the Black Hornet in Afghanistan. The U.K. Ministry of Defense said that the system had been withdrawn from use sometime between 2016 and 2017 in favor of larger hand-launched drones, such as the Lockheed Martin Desert Hawk III, that offer significantly greater capability over the first generation PD-100s. As of 2016, the Black Hornet was reportedly in service or under evaluation in nearly 20 different countries.
FLIR Systems also bought Prox Dynamics in 2016 and has been continuing development of the drone since then. The latest Black Hornet is a far cry from the original PD-100, featuring a significantly more robust design and improved performance.
Since then, U.S. special operations forces and the U.S. Marines have also evaluated the Black Hornet as part of similar efforts to improve the situational awareness of small units in the field. For special operations forces, which might be operating well away from friendly lines and larger conventional forces, having a good, real-time picture of their surroundings could be essential. It could also increase their ability to conduct special reconnaissance operations, potentially deep in denied areas, but allow for a greater standoff distance to the actual target, reducing the risk of the mission getting compromised.
In 2018, FLIR Systems also unveiled a larger dock/launcher for up to eight Black Hornets that a user could mount on a vehicle, as well. Armored vehicles, in particular, typically offer poor visibility when the crew is "buttoned up" inside, which can increase their vulnerability to dismounted infantry attacking from the sides or the rear, especially in confined spaces, such as urban environments. Known as the Vehicle Reconnaissance System (VRS), FLIR's vehicle-mounted system could help reduce the risk of hostile forces getting the jump on an individual vehicle, or a larger convoy, especially while fighting through a congested cityscape.
Army is now considering adding a small unmanned aircraft capability to whatever armored vehicle design it chooses to replace the Bradley Fighting Vehicle. The existing purchases of Black Hornets for dismounted units could make it an attractive option for this requirement, as well.
With the service now buying large amounts of them for widespread distribution among regular units, other branches of the U.S. military, as well as American allies and partners, may be quick to follow suit. Regardless, nano drones are now literally on the way to becoming a standard piece of infantry equipment across the Army, which will have a dramatic impact on the way it conducts even the most routine operations.

India’s indigenous AMCA is set to fly on Russian technology

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Russian thrust vectoring expertise and stealth technology will play a key role in shaping India’s future AMCA warplane. In the meantime, Moscow and New Delhi need to sort out the remaining issues in the PAK-FA stealth fighter.
Even as India and Russia sort out the issues facing the PAK-FA, there are suggestions from certain quarters that the Indian Air Force should look elsewhere for its future stealth fighter. This is ironic, considering that India’s indigenous Advanced Medium Combat Aircraft (AMCA) is set to fly on technology developed in Russia.
K. Tamilmani, Chief Controller R&D (Aero) of the Defence Research & Development Organisation (DRDO), says India has the basic technologies but Russia is cooperating in critical areas such as thrust vectoring.
Bangalore-based Aeronautical Development Agency – which designed the Tejas warplane – had in 2015 asked for Russian assistance in getting the AMCA off the ground. Following a government to government memorandum, a number of Russian companies agreed to help out in the stealth aircraft project. The most significant partnership is between Klimov and the Gas Turbine Research Establishment (GTRE) to develop three-dimensional thrust vectoring for the AMCA’s engines.
Other partnerships include a joint venture between the Electronics & Radar Development Establishment (LRDE) with the Tikhomirov Scientific Research Institute of Instrument Design for the development of an active electronically scanned array or AESA radar, and between ADA and Sukhoi for stealth and related technologies.
The ADA has a long wishlist. It pitches the AMCA as one of the world’s top dogfight dukes, boasting “extended detection range and targeting, supersonic persistence and high speed weapon release”. Close-combat operations will be facilitated by “high angle of attack capability, low infrared signature and all round missile warning system.”
A key Russian influence is supermanoeuvrability, which is defined as the ability of an aircraft to fly extreme manoeuvres such as Pugachev’s Cobra. Even the American F-35 stealth jet – which has swallowed $1 trillion during development – does not have supermanoeuvrability. It is an indication that the ADA is aiming for a truly world class fighter.
Tamilmani says “four prototypes are expected in 2019”. That may sound overly optimistic – especially in the backdrop of stealth fighter programmes in the U.S., Russia and South Korea experiencing developmental issues. However, it is also a pointer to the Indian defence establishment’s confidence in its ability to develop an entire weapons platform from scratch after the success of the Tejas Light Combat Aircraft.
Different planes, different roles
Sukhoi’s PAK-FA (Perspektivnyi Aviatsionnyi Kompleks Frontovoi Aviatsyi or Future Air Complex for Tactical Air Forces) is intended to be an air superiority warplane, with ground attack and reconnaissance being secondary missions. Known as the Fifth Generation Fighter Aircraft (FGFA) in India, it is a heavy aircraft that will perform the same role as the IAF’s Su-30MKI “air dominance” fighter.
On the other hand, the AMCA is aimed at replacing much smaller ground attack jets such as the Mirage-2000, Jaguar and Mig-27. The IAF will always have a need for a mix of aircraft, including large, medium and small jets for a variety of combat roles. Therefore, replacing the FGFA with the AMCA makes no sense at all.
Why is the FGFA important?
India has a steep learning curve in stealth fighter development. In this backdrop, the knowledge gained from the FGFA will help India in the indigenous AMCA.
To be sure, Indian scientists haven’t gained much hands-on experience in the project because the PAK-FA T-50 is a fairly mature aircraft for India to get substantial work share. In fact, Hindustan Aeronautics Ltd (HAL) – which initially hoped to get some development work from Sukhoi – has surrendered much of its quota of work.
While the T-50 may be far down the developmental path, the Russian side insists the FGFA is a different bird meant for Indian skies. “This is an entirely new project for building a new aircraft,” says Viktor N. Kladov, Director, International Cooperation, Rostec, Russia’s largest state holding company in the defence sector.
Even if the Indian role in the FFGA project remains confined to customisation – rather than joint development – it could still turn out to be valuable exposure for Indian scientists. Here one needs to look at the substantial Indian contribution to the Su-30 Flanker programme. The Indian MKI version of the jet is now the most advanced Flanker in the world, with the Russian Air Force also going in for the same standard. Customisation, therefore, shouldn’t be sneezed at.
Synergies in FGFA and AMCA
When India and Russia inked the FGFA deal in December 2011, HAL had only 15 per cent of the work share but was paying 50 per cent of the development cost. But India’s share in research-and-development was limited by its domestic industrial capabilities. The country had no expertise in stealth, which has taxed the world’s leading armament companies.
However, India’s work share will gradually increase as local engineers and scientists gain experience in the concurrent AMCA and FGFA projects. According to Igor Korotchenko, head of the Moscow-based Centre for Analysis of Global Arms Trade, “Russia will certainly provide all necessary knowledge and logistics support to Indian specialists, but developing skills and acquiring experience in design and development of advanced fighter aircraft takes a long time and substantial effort.”
At Aero India 2017 in Bangalore, Defence Minister Manohar Parikkar said that the vexing issues in the FGFA were being sorted out. “There are some issues to be addressed in terms of manufacturing, how it will be exported after the project is completed and what approvals will be required,” he said.
The Defence Ministry has constituted a team to look into the various aspects of the FGFA and it is likely to submit its report within a month after which things would be finalised. A three-star officer is heading the panel.
Until the Tejas arrived, India had lacked a locally built jet fighter since the 1970s when it had the Marut and Gnat/Ajeet. Both were excellent fighters – especially the Gnat, which was a scare word in the Pakistan Air Force – but were retired quickly because the IAF wanted to only import foreign fighters. India thus lost development continuity. This blunder must not be repeated because airpower in the 21st century will reflect India’s manufacturing strength. With warplanes growing in complexity and costs, and hostile stealth aircraft about to debut in India’s neighbourhood, imports are certainly not an option

Future weapons: Solid-state lasers

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Industry and military scientists are moving forward in the quest to develop solid-state lasers for use as weapons by warfighters of the future
Industry and military scientists are moving forward in the quest to develop solid-state lasers for use as weapons by warfighters of the future
By John McHale
Even the most casual observer of military technology is aware of the U.S. Air Force’s big-ticket program-the Airborne Laser, which eats up most of the Department of Defense funding on laser technology and is nearing completion.
Despite this high-profile large chemical laser program, however, U.S. military leaders are placing their research efforts on solid-state laser technology to get laser weaponry into the hands of the warfighter on the ground.
Solid-state lasers (SSLs) use a crystalline or glass material doped with an ion, which is the lasing species, say Northrop Grumman Space Technology experts in Redondo Beach, Calif. These lasers use flashlamps or diodes to pump the ions to excited levels, which then emit radiation. Experts have scaled these lasers to relatively high power levels for government and commercial applications.
The most common SSL is based on neodymium (Nd) doped into crystals such as yttrium aluminum garnet (YAG). Nd:YAG lasers emit radiation at 1.06 nanometers, which transmits well through the atmosphere.
Although not as powerful as their chemical counterparts, solid-state lasers are suited to defense missions such as destroying and illuminating targets for air defense, mine destruction, ship protection, and optoelectronic warfare, Northrop Grumman officials say.
Solid-state and fiber lasers offer the potential of being more compact, thus suitable to a wider range of applications and platforms,” says Jackie Gish, director of directed energy technology at Northrop Grumman Space Technology. “With solid-state lasers, the challenge will be to make them more powerful and compact, and to dispose of and/or store waste heat compactly.”
Solid-state lasers require only electrical energy to run, which makes them easier to support than their chemical laser counterparts.
Electric lasers are the future, experts believe. Solid-state and fiber lasers offer the potential of being compact and suitable to a wide range of applications and platforms. Bulk solid-state lasers are more mature than fiber lasers, but fiber lasers offer the promise of higher efficiency.
The funding for solid-state laser technology does not touch that of the Airborne Laser and fielding is further away, but researchers are making progress.
The U.S. Army is funding the Joint High Power Solid-State Laser (JHPSSL) program to develop “military-grade,” solid-state laser technology that is expected to pave the way for the U.S. military to incorporate high-energy laser systems across all services, including ships, manned and unmanned aircraft, and ground vehicles.
JHPSSL
Two teams were selected earlier this year for Phase 3 of the JHPSSL program-Northrop Grumman Space Technology, and Textron Systems in Wilmington, Mass.
Designed to accelerate solid-state laser technology for military uses, the JHPSSL program operates on funding from the Army Space and Missile Defense Command in Huntsville, Ala; Office of the Secretary of Defense-Joint Technology Office in Albuquerque, N.M.; Air Force Research Laboratory at Kirtland Air Force Base, N.M.; and the Office of Naval Research in Arlington, Va.
Under the current phase, the program’s goal is for a laser system to reach 100 kilowatts, setting the stage for a variety of force protection and strike missions such as shipboard defense against cruise missiles; wide-area and ground-based defense against rockets, artillery, and mortars; and precision strike missions for combat aircraft. These are still laboratory lasers and fielding of an actual weapon is still years away.
“These systems promise to provide the warfighter with enhanced capability in terms of shorter engagement timelines, high-precision targeting combined with long reach, while inflicting low collateral damage,” says Jim Stamboni, senior vice president of the Textron Systems Advanced Solutions Center. These solid-state laser concepts also need to provide the warfighter with compact, affordable, and rugged directed-energy weapon systems capable of withstanding the most severe operational and environmental battlefield conditions.
“We’re anxious to move forward with scaling up to the 100 kilowatts of power in Phase 3 of the program,” says Alexis Livanos, president of Northrop Grumman Space Technology. “With parallel funding for attendant laser weapon-system technologies and demonstrations, systems using very high-power lasers could be deployed in as little as four to five years.”
Northrop Grumman’s approach uses amplifier chains assembled with several high-gain power modules. The company’s JHPSSL demonstrator used two chains to demonstrate the 27-kilowatt level achieved during Phase 2. Avoiding the need for new physics or scaling, the company’s 100-kilowatt architecture uses eight chains-similar to those used in its 27-kilowatt device.
This is the same solid-state laser technology and architecture Northrop Grumman plans for TALON, which will use a 100-kilowatt solid-state laser to shoot down rockets, mortars, and unmanned aerial vehicles (UAVs), company officials say. The laser would be mounted on a manned ground vehicle, and driving both will be hybrid electric motors.
Surpassing 25 kilowatts
Prior to Phase 3, Phase 2 of the JHPSSL program scaled bulk solid-state lasers up to stronger than 25 kilowatts, with a goal of 100 kilowatts and beyond. JHPSSL Phase 1 addressed risk reduction of the technologies necessary to obtain high power and beam quality simultaneously.
Phase 2 included laboratory demonstrations of three 25-kilowatt solid-state lasers from Northrop Grumman, Lawrence Livermore National Laboratory in Livermore, Calif., and Raytheon Missile Systems in Tucson, Ariz.
Late last year the Northrop Grumman-led team surpassed a critical milestone on the JHPSSL 2 program when its scientists demonstrated a laser system with a total power of greater than 27 kilowatts with a run time of 350 seconds. This was 110 percent of the JHPSSL program’s goals, Northrop Grumman officials say.
Several major challenges were faced by Northrop Grumman scientists in achieving 25 kilowatts, Gish says.
“We reached 25 kilowatts by combining several different technological achievements. Each one, in and of itself, was significant. First was scaling the power, or getting the most yield, from the laser materials. In this case, we use diode-pumped slabs.
Military & Aerospace Electronics
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Future weapons: Solid-state lasers
Industry and military scientists are moving forward in the quest to develop solid-state lasers for use as weapons by warfighters of the future
May 1st, 2006
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Industry and military scientists are moving forward in the quest to develop solid-state lasers for use as weapons by warfighters of the future
By John McHale
Even the most casual observer of military technology is aware of the U.S. Air Force’s big-ticket program-the Airborne Laser, which eats up most of the Department of Defense funding on laser technology and is nearing completion.
Despite this high-profile large chemical laser program, however, U.S. military leaders are placing their research efforts on solid-state laser technology to get laser weaponry into the hands of the warfighter on the ground.
Solid-state lasers (SSLs) use a crystalline or glass material doped with an ion, which is the lasing species, say Northrop Grumman Space Technology experts in Redondo Beach, Calif. These lasers use flashlamps or diodes to pump the ions to excited levels, which then emit radiation. Experts have scaled these lasers to relatively high power levels for government and commercial applications.
The most common SSL is based on neodymium (Nd) doped into crystals such as yttrium aluminum garnet (YAG). Nd:YAG lasers emit radiation at 1.06 nanometers, which transmits well through the atmosphere.
Although not as powerful as their chemical counterparts, solid-state lasers are suited to defense missions such as destroying and illuminating targets for air defense, mine destruction, ship protection, and optoelectronic warfare, Northrop Grumman officials say.
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This image shows Northrop Grumman’s concept of a Future Combat Systems-class Army ground-combat armored vehicle with a solid-state laser that would be used to defeat incoming threats like mortars and rockets.
Click here to enlarge image
“Solid-state and fiber lasers offer the potential of being more compact, thus suitable to a wider range of applications and platforms,” says Jackie Gish, director of directed energy technology at Northrop Grumman Space Technology. “With solid-state lasers, the challenge will be to make them more powerful and compact, and to dispose of and/or store waste heat compactly.”
Solid-state lasers require only electrical energy to run, which makes them easier to support than their chemical laser counterparts.
Electric lasers are the future, experts believe. Solid-state and fiber lasers offer the potential of being compact and suitable to a wide range of applications and platforms. Bulk solid-state lasers are more mature than fiber lasers, but fiber lasers offer the promise of higher efficiency.
The funding for solid-state laser technology does not touch that of the Airborne Laser and fielding is further away, but researchers are making progress.
The U.S. Army is funding the Joint High Power Solid-State Laser (JHPSSL) program to develop “military-grade,” solid-state laser technology that is expected to pave the way for the U.S. military to incorporate high-energy laser systems across all services, including ships, manned and unmanned aircraft, and ground vehicles.
JHPSSL
Two teams were selected earlier this year for Phase 3 of the JHPSSL program-Northrop Grumman Space Technology, and Textron Systems in Wilmington, Mass.
Designed to accelerate solid-state laser technology for military uses, the JHPSSL program operates on funding from the Army Space and Missile Defense Command in Huntsville, Ala; Office of the Secretary of Defense-Joint Technology Office in Albuquerque, N.M.; Air Force Research Laboratory at Kirtland Air Force Base, N.M.; and the Office of Naval Research in Arlington, Va.
Under the current phase, the program’s goal is for a laser system to reach 100 kilowatts, setting the stage for a variety of force protection and strike missions such as shipboard defense against cruise missiles; wide-area and ground-based defense against rockets, artillery, and mortars; and precision strike missions for combat aircraft. These are still laboratory lasers and fielding of an actual weapon is still years away.
“These systems promise to provide the warfighter with enhanced capability in terms of shorter engagement timelines, high-precision targeting combined with long reach, while inflicting low collateral damage,” says Jim Stamboni, senior vice president of the Textron Systems Advanced Solutions Center. These solid-state laser concepts also need to provide the warfighter with compact, affordable, and rugged directed-energy weapon systems capable of withstanding the most severe operational and environmental battlefield conditions.
“We’re anxious to move forward with scaling up to the 100 kilowatts of power in Phase 3 of the program,” says Alexis Livanos, president of Northrop Grumman Space Technology. “With parallel funding for attendant laser weapon-system technologies and demonstrations, systems using very high-power lasers could be deployed in as little as four to five years.”
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Northrop Grumman engineers perform testing on Joint High Powered Solid-State Laser.
Click here to enlarge image
Northrop Grumman’s approach uses amplifier chains assembled with several high-gain power modules. The company’s JHPSSL demonstrator used two chains to demonstrate the 27-kilowatt level achieved during Phase 2. Avoiding the need for new physics or scaling, the company’s 100-kilowatt architecture uses eight chains-similar to those used in its 27-kilowatt device.
This is the same solid-state laser technology and architecture Northrop Grumman plans for TALON, which will use a 100-kilowatt solid-state laser to shoot down rockets, mortars, and unmanned aerial vehicles (UAVs), company officials say. The laser would be mounted on a manned ground vehicle, and driving both will be hybrid electric motors.
Surpassing 25 kilowatts
Prior to Phase 3, Phase 2 of the JHPSSL program scaled bulk solid-state lasers up to stronger than 25 kilowatts, with a goal of 100 kilowatts and beyond. JHPSSL Phase 1 addressed risk reduction of the technologies necessary to obtain high power and beam quality simultaneously.
Phase 2 included laboratory demonstrations of three 25-kilowatt solid-state lasers from Northrop Grumman, Lawrence Livermore National Laboratory in Livermore, Calif., and Raytheon Missile Systems in Tucson, Ariz.
Late last year the Northrop Grumman-led team surpassed a critical milestone on the JHPSSL 2 program when its scientists demonstrated a laser system with a total power of greater than 27 kilowatts with a run time of 350 seconds. This was 110 percent of the JHPSSL program’s goals, Northrop Grumman officials say.
Several major challenges were faced by Northrop Grumman scientists in achieving 25 kilowatts, Gish says.
“We reached 25 kilowatts by combining several different technological achievements. Each one, in and of itself, was significant. First was scaling the power, or getting the most yield, from the laser materials. In this case, we use diode-pumped slabs.
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Researchers at the Air Force Research Laboratory’s Directed Energy Directorate at Kirtland Air Force Base are exploring different materials to produce efficient lasers.
Click here to enlarge image
“Second was developing an adaptive- optic system to produce the beam quality we needed, and third was combining multiple beams,” Gish says. The 27-kilowatt demonstration was to see how much raw power scientists could extract, regardless of beam quality.
Run time of the laser is also important. “It is basically how long the laser can fire,” Gish says. “More time on target increases lethality substantially. And it lets you shoot at a lot more threats, depending on the size of the magazine. The heat generated by the laser will not be a problem, Northrop Grumman officials say.
“Our approach to thermal management is to remove the heat in real time,” Gish says. This allows the laser to operate indefinitely. By the way, even the heat-capacity laser removes heat from the diodes in real time.
“We cool the laser by pumping coolant through the system,” Gish adds. “One of the major advantages of SSLs is that they don’t add to the logistics chain. Coolant and diesel fuel are already there. We can run as long as we have power and coolant is available.”
In a separate test, the laser demonstrated excellent beam quality at 19 kilowatts, showing how well the beam can be focused and thus get to a target.
In Phase 2, Xinetics Inc. in Devens, Mass., provided the deformable mirrors for Northrop Grumman’s laboratory demonstrator. Adaptive Optics Associates in Cambridge, Mass., developed the waveform control system. One of Northrop Grumman’s business units, Synoptics in Charlotte, N.C., supplied solid-state laser materials.
“Our demonstrator was designed as an experimental device, built with off-the-shelf hardware,” Gish says. “It wasn’t built to minimize size and weight. We have prepared designs, however, that significantly reduce size and weight.”
“The solid-state technology we’ve demonstrated will serve as the architectural foundation for a whole class of lasers that could be applied throughout much of the U.S. military,” Livanos says.
“Solid-state lasers will add new force protection and joint warfighting capabilities across military services,” says Art Stephenson, vice president of Directed Energy Systems at Northrop Grumman Space Technology. “During the past five years, through the Tactical High Energy Laser program executed in conjunction with the U.S. Army, we’ve shown the effectiveness of a high-power laser system against a variety of in-flight rockets, artillery, and mortars.
“We have also shown that the lethality of a laser results from much more than just the power level, Stephenson continues. “The laser must have good beam quality and a long run time. Our solid-state laser approach has been shown to be ‘scalable’ to high power levels without stressing the components. That’s why we believe it’s time to take high-energy lasers out of the lab and begin integrating them onto the battlefield.”
Stephenson notes that Northrop Grumman’s low-power, solid-state lasers are in daily use in the U.S. military for target designation and range finding. In addition, a Northrop Grumman solid-state illuminator laser called the Beacon Illuminator Laser, is being used for ground testing now. The Beacon Illuminator is the most powerful solid-state laser on the Airborne Laser (ABL).
The company is also under contract to build a more capable follow-on illuminator, the Strategic Illuminator Laser, which is only a few years away, he adds. Northrop Grumman also built the megawatt-class laser for ABL, the Chemical Oxygen Iodine Laser.
Research lab supporting Airborne Laser testing
Experts carried out tests involving the U.S. Air Force’s Airborne Laser’s beam control technologies, using a modified NKC-135 aircraft, earlier this year at an Air Force Research Laboratory hangar at Kirtland Air Force Base, N.M.
These tests involved low-power lasers to calibrate three special cameras mounted on the aircraft’s port wing. The cameras record the laser energy as it hits a white missile-shaped silhouette painted on the front section of the NKC-135 aircraft. From the data collected, scientists will be able to position and calibrate the cameras to collect information when this test aircraft becomes a target board for the Airborne Laser aircraft, or YAL-1A.
Later this month the cameras will be re-evaluated when the NKC-135 flies over White Sands Missile Range in New Mexico. Scientists from the laboratory’s Directed Energy Directorate, operating from the Directorate’s North Oscura Peak facilities, will fire low-power lasers in follow-on tests in more realistic operational conditions
These low-power lasers mimic the Airborne Laser’s Beacon Illuminator Laser, Track Illuminator Laser, and High Energy Laser in wavelength, but not in power. The actual illuminator lasers are kilowatt-class, while the High Energy Laser is megawatt class.
The NKC-135 is a modified Air Force aircraft, originally derived from a Boeing 707 jetliner. This particular aircraft is called Big Crow, which has been modified for electronic warfare-related work. In past years, the Airborne Laser program used a high-altitude aircraft called Proteus for some of the early laser targeting testing.
The Missile Defense Agency’s Airborne Laser aircraft is undergoing final structural modifications at a Boeing facility in Wichita, Kan. Once that work is complete, technicians will install and ground-test the illuminator lasers there. Experts will fire the lasers into a receptacle called a Range Simulator, which will confine the beams and test the lasers’ effectiveness.
After ground testing, experts will flight-test the illuminator lasers aboard the Airborne Laser at White Sands Missile Range. A low-power laser, called the Surrogate High Energy Laser, will substitute for the weapon’s class chemical laser used by the YAL-1A. All three lasers will fire at the silhouette on the NKC-135, and three cameras will measure their performance.
The High Energy Laser, a chemical oxygen-iodine laser invented by the Directed Energy Directorate scientists in 1977, is to be installed next year, after the YAL-1A aircraft moves to Edwards Air Force Base, Calif.
TSAT laser communications development passes milestone
Laser communications experts from two U.S. defense contractors have taken the next step in their development of the future space-based military Internet called the Transformational Satellite Communications System (TSAT).
The contractor team of Lockheed Martin Space Systems in Sunnyvale, Calif., and the Northrop Grumman Space Technology sector in Redondo Beach, Calif., demonstrated the interoperability of a new fast data communications protected waveform in the initial test of the Next Generation Processor/Router (NGPR)the brain of future Internet protocol-based military satellite communications TSAT.
The test of the Northrop Grumman NGPR was done against the TSAT RF Universal System Test Terminal at Massachusetts Institute of Technology’s Lincoln Laboratory from earlier this year.
The Lockheed Martin/Northrop Grumman TSAT space segment team, which includes ViaSat, Rockwell Collins, General Dynamics Advanced Information Systems, L-3 Communications, Stratogis and Caspian Networks, is under a $514 million contract for the Risk Reduction and System Definition phase. This effort will culminate with a multi-billion-dollar development contract to be awarded to a single contractor in 2008.
Lockheed Martin Space Systems is the prime contractor, while Northrop Grumman Space Technology has responsibility for the communications payload, including laser and radio-frequency communications and on-board processing. The U.S. Air Force is managing the program at the MILSATCOM Joint Program Office, located at the Space and Missile Systems Center, Los Angeles Air Force Base, Calif.
This initial compatibility test, NGPR‑1, verified compliance with key aspects of the U.S. government’s compatibility standards for the XDR+ waveform, a secure, protected, anti-jamming waveform for TSAT ground-to-satellite uplinks and downlinks.
The tests measured the compatibility of XDR+ as well as increased bandwidth efficiency to transfer more information in the same transmitted signal bandwidth. Northrop Grumman’s NGPR operated at full-flight data rates established for TSAT, Northrop Grumman officials say.
XDR+ waveforms represent an advancement of the XDR waveform used on the Advanced Extremely High Frequency (EHF) satellite system. It meets the high-throughput requirements of TSAT, which uses radio frequency and laser communications to provide secure, efficient, global communications for warfighters. The NGPR takes the information transmitted through military user terminals, determines where the information needs to go, and selects the most efficient route based on standard commercial network design principles.
In addition to meeting planned objectives for NGPR-1, Northrop Grumman performed additional risk-reduction tests on features for the next test, NGPR-2, which will include waveform and networking capabilities. The NGPR is a critical component of TSAT, an Internet protocol-based system to provide military protected high-bandwidth communications, as well as communications-on-the-move capabilities. TSAT will network mobile warfighters, sensors, weapons and piloted aircraft in the air, on the ground, at sea, and in space.
Nufern launches two new fibers into its family of high-power triple-clad products
Nufern in East Granby, Conn., has expanded its ytterbium-doped triple clad fiber product line.
Nufern’s new PM-YTF-5/105/125 and PLMA-YTF-30/300/330 offer geometries and properties that complement the previously released PLMA-YTF-20/300/330 and LMA-YTF-22/400/480 triple clad fibers, Nufern officials say. Designed with the PANDA stress structure, these polarization maintaining ytterbium-doped fibers introduce an additional layer of glass around the second or “pump cladding” to contain pump light.
Using this “glass-on-glass” construction enables higher-temperature operation and allows for easier splicing to fiber pigtailed pumps, company officials say. Triple-clad all glass fibers also offer mechanical advantages when free space coupling of signal and pumps is required. The hard outer cladding allows for the use of standard ferrule assemblies, which enables precise alignment of the injected seed signal.
“These new additions to our family of triple-clad fibers offer our customers a wider range of fiber geometries from which to choose,” says Bryce Samson, vice president of business development at Nufern. “The combination of the triple clad structure and large mode area technology allow our customers enhanced reliability and performance in the design of high power fiber lasers and amplifiers.”
In other areas, Nufern engineers released an entirely new line of fibers, called NuWIRE, that is designed to address the harsh environmental conditions experienced in communication and sensor applications.
“These fibers are designed to have long life (22 years, for continuous operation at 125 degrees Celsius) and deliver outstanding performance in applications where temperature variations may be large and rapid, and shock stress and vibration are routine,” says Carl Crossland, product marketing manager.
NuWIRE fibers come with either Nufern’s High Temperature Acrylate (HTA) silicone or polyimide coatings. The NuWIRE family of products consists of multimode and single mode fibers.
Nufern offers fiber intensive subassemblies and specialty optical fibers for diverse industries.

Plasma Jet Electric Thrusters for Spacecraft And Fighter Jets



Photo: For Representational Purposes Only

Plasma Jet Electric Thrusters for Spacecraft And Fighter Jets
Demonstrate a prototype electric pulsed plasma jet thruster which can enable highly reliable, high performance, low cost interplanetary space transportation.
Our Vision:
Our vision is to design, build, and experimentally demonstrate a prototype pulsed plasma jet thruster targeted for orbital maneuvering, asteroid/comet rendezvous, orbital debris cleanup and interplanetary transportation. Our company, HyperV Technologies Corp., has extensive experience designing, building, operating, and deploying extremely high performance single-shot plasma accelerators of many different shapes, sizes, and power levels. These plasma jet accelerators have been developed for applications in fusion energy and high energy density plasma physics research [www.hyperv.com].
We believe this same basic pulsed plasma jet technology can be adapted to increase the robustness and decrease the cost of spacecraft electric propulsion, thus opening the door to many new exciting robotic and manned space missions. Our first step with this project is to successfully demonstrate repetitive operation as a thruster.
We invite you, the citizens of Earth, to join with us as we design, construct, test, and execute this demonstration. The culmination of this project will be an all-up, laboratory demonstration of our prototype thruster. You will be updated via our Kickstarter Blog, Facebook, Twitter and uploaded video of the firing posted to our website.
Our technical objectives for this thruster development project are to meet or exceed the following thruster performance goals:
Design and construct a high density gas fed plasma thruster operated at an average continuous input power level of about 1.0 kW
Achieve a specific impulse (Isp) of 2000 sec (which means an average exhaust velocity of about 20,000 m/s)
Operate at 5 pulses per second (5 Hz) for a minimum duration of one minute
A Plasma Jet What?:
A plasma accelerator is a device which forms a slug of hot, ionized particles, or plasma, and launches these plasma pulses at high velocity. Our plasma accelerators, one of which is shown in Figure 1, consist of two parts: A formation section and an acceleration section. The formation section forms and ionizes a plasma armature or slug from a source material and injects it into the next section. The acceleration section consists of a pair of straight parallel metallic electrodes separated by a pair of ceramic insulators. A large current is then driven through the electrodes and plasma armature, accelerating the plasma slug using the resultant self-generated magnetic Lorentz force. The performance of our existing single shot plasma accelerator designs has already been demonstrated [poster presentations from the 2009, 2010, and 2011 American Physical Society Division of Plasma Physics annual meetings www.hyperv.com/papers.html ]. We must now adapt this existing low cost, scalable technology to transform it into a repetitively pulsed, continuously operable, compact plasma thruster.Why are plasma thrusters important for space travel?:
Spacecraft electric propulsion is extremely fuel efficient and dramatically reduces the amount of propellent mass and volume that a spacecraft needs to travel to and/or return from its destination in space. Because a spacecraft's size and weight are reduced, the overall cost of launching that spacecraft into orbit or onto an interplanetary trajectory is significantly reduced. Since the 1960's there have been nearly a dozen different types of electric propulsion thrusters which have been developed, some of which have already flown in space. Yet while many of today's modern communications satellites employ a variety of electric thrusters to maintain their precise orbits above earth, to date, only four robotic science spacecraft have flown missions using electric propulsion as the primary means to propel the spacecraft through deep space. Because of its great potential, NASA, which was the first to launch a deep space mission using electric propulsion, is using and continues to study electric propulsion for greatly expanded space missions in the future. For many future missions, electric propulsion is the only viable option. It is therefore imperative that we investigate all useful forms of electric propulsion, including pulsed plasma jet thrusters.
For fun here is a fascinating Walt Disney clip from around 1957 of a massive manned mission to Mars using electric propulsion as envisioned by Wernher von Braun: http://www.youtube.com/watch?v=3wIXZsbjIxA. Today we could also use solar panels instead of nuclear to generate the electrical power. Yes indeed, spacecraft electric propulsion has the potential to bring back the magic of the early years of space exploration!
So why bother to develop Plasma Jet Thrusters if there are other types of electric propulsion systems that have already flown in space?:
Because, quite simply, we think ours will be better! We believe our thruster technology has the potential to be just as efficient as existing electric thrusters (such as ion and Hall effect thrusters) and with similar specific impulse. But our advantages will be derived from a thruster that is less complex (and much more robust), which can use a variety of propellants including gases, inert plastics, and propellants derived from asteroids, Mars, the Moon, etc., It will also be far cheaper to build, and can be more readily scaled to larger sizes and very high power levels than current electric propulsion systems. Our plasma thruster technology should be scalable from a few kilowatts all the way up to megawatts of average power. The electricity which is needed to power electric thrusters would most likely come from new high performance solar panels, but could also utilize other compact energy sources. From a practical viewpoint for satellite design, our thruster will have much higher thrust per unit area than ion or Hall thrusters, thus taking up less room on the rear of the spacecraft.
Due to the efforts of a number of private space companies, there is significant potential for the cost to reach orbit to be significantly reduced, but even these lower launch prices will still be expensive. This means that once a spacecraft reaches Earth orbit, there is still a need for more cost effective methods of in-space transportation. That's where we come in. With our plasma thruster project we want to work on reducing the cost of space transportation further by cutting the mass and volume needed for spacecraft fuel, while increasing the transportation capabilities of the spacecraft. Cheaper robust spacecraft thrusters will serve as an enabler for daring low-cost robotic and ultimately new manned space missions. These missions could return samples from near-Earth asteroids, or support a more ambitious effort to return samples from Mars and beyond.
Plus, since our technology stems from our already scalable single-shot pulsed plasma accelerators, our plasma thruster design also promises to be scalable, including up to sizes large enough to support future large interplanetary manned space missions. We believe our thruster technology will be best suited for spacecraft with minimum masses of 100 kg (about 220 lbs) and larger.
Why you should be involved:
You should be involved because not only are we offering to let you help us lay the cornerstone for a new type of robust spacecraft electric propulsion which is well suited for use in heavy robotic and manned interplanetary space missions, but also because we are offering to take you behind the scenes for the prototype development process. We will be providing progress reports and status updates to the Kickstarter blog, and on Twitter, and the latest test results and preliminary analysis will be available to our friends on Facebook, including post-experimental summaries. You should also know that in addition to our limited ticketed main firing event, we will be hosting tours where you can stop by and see our facility. See our laboratory! See our plasma accelerators! We are offering you a chance to see plasma physics in action. Plus we are going to take some really cool high speed photos of plasma which will also be available to our backers.
So who are we?
We are a team of three scientists, Dr. Doug Witherspoon, Dr. Andrew Case, Dr. Sam Brockington, and an energy & space entrepreneur, Chris Faranetta who quite frankly build the world's best plasma jets for nuclear fusion and plasma physics research. But did we mention that we really, really like space too and we would like to see the cost and complexity of deep space exploration come down so that lots more cool manned and un-manned missions can happen? Our company is called HyperV Technologies Corp. The HyperV part stands for HyperVelocity - we are all about moving plasma fast, really fast, I mean hyperfast! Check out our website at www.hyperv.com where we talk about the cool stuff we've done in plasma physics research funded through competitive government research grants.
HyperV Technologies Corp is based in Chantilly, Virginia USA. We have a machine shop from which our existing accelerator designs and high power switches have already been produced. Our 9000 square foot facility contains not one, but two fully functional very high voltage/high vacuum laboratories, complete with high voltage charge/dump control systems and high vacuum ( 1 microTorr) chambers, and other experimental support. We have over 80 channels of 1-2 Gigasample per second state-of-the-art, computer-controlled, data acquisition, and multiple high voltage charging supplies already installed and operating. We also maintain an extensive suite of plasma and pulsed power diagnostics, including ICCD fast-framing cameras for high speed (nano second gate) photography, digital cameras for long exposure color photography, photodiode arrays for real-time streak photography, batteries of magnetic probes, collimated optical and interferometric density diagnostics, as well as apparatus for survey and high-resolution spectroscopic measurements and other diagnostics for high-voltage high-current measurements.
How far along are you?
HyperV has already designed, constructed, and operated multiple single-shot, linear plasma accelerator configurations of several bore lengths and bore cross-sections ranging from 3mm square to 50mm square and up to 30cm long. HyperV has working designs for both gas fed and ablative capillary fed plasma accelerators. Adaptations of the gas fed designs would be used for the thruster, but ablative concepts using simple plastic as the “propellant” are also being explored.
Existing HyperV accelerators are already very compact. For example, the main body structure of our 1 x 30 cm accelerator weighs in at about 2.5 kg (5 lbs), and our existing 0.5x10 cm accelerators can be as little as 0.25 kg(0.5 lbs). And since none of these devices was especially designed for low mass, we can probably reduce them another factor of two lower!
The principal focus of this new project would be on adapting one of our existing minirail accelerator designs to a 5 Hz repetitively pulsed system capable of producing 2000 sec specific impulse. We have a plan for the first round of testing, including an initial design concept for the driver circuit, an initial concept for the plasma thruster, and estimates for diagnostic requirements, and the modifications necessary to support burst mode operation and data acquisition.
The next step is to finalize the first experiment plans, construct the device, prepare the diagnostics necessary for the first test, and perform the tests.
Funding Goals
Our initial target funding goal is $69,000. At this level of support we will be able to achieve the following:
1) We will design, build and test a prototype plasma jet thruster that can operate repetitively. This will be a proof-of-principle demonstration that our plasma jet accelerators can indeed be transformed into a working plasma thruster.
2) We will demonstrate basic repetitive operation of the thruster at 5 Hz, i.e. 5 pulses per second. A space qualified thruster would ultimately operate at many hundreds of pulses per second, even as much as 1000 pulses per second, in order to provide an average steady thrust with high Isp. Our present plasma accelerators can fire once every few minutes, but operate at extremely high performance, i.e. about 8000 micrograms of argon at 50 km/s. The repetitive thruster will operate at perhaps only 10 micrograms of argon (or xenon) at 20 km/s. We will accomplish this by reducing the size of the accelerator and reducing the pulsed drive current from 600,000 amps, down to only about 10,000 amps. This will allow us to operate at high rep rates.
3) We will make basic measurements of thrust using a ballistic pendulum. This is accomplished by directing the plasma slug onto a pendulum where the impact causes the pendulum to recoil. Measuring the amount of recoil tells us how much momentum was in the jet. By using other optical techniques to measure the velocity we can then infer the mass of the plasma jet. Once we know the mass and velocity, we can calculate things like the specific impulse and average thrust.
4) We will make additional basic plasma diagnostic measurements so we know what's going on in the thruster. These will include things like measuring the density of the plasma using a laser interferometer, and measuring its temperature using spectroscopic techniques. Using very fast framing cameras in which the shutter can open and close in 50 billionths of a second allows us to get snapshots of the plasma plume. We'll also use open shutter photography with a DSLR camera to observe the plume evolution exiting from the thruster nozzle. This is going to make some really cool high speed pictures of plasma blasting out from the thruster.
5) Using all these diagnostic measurements will allow us to make calculations of the overall thruster efficiency, Isp, and thrust/power ratio – parameters critically important to the success of the thruster.
That's going to be a lot of work for our basic goal of $69,000, but we are confident of success. This will provide the basic demonstration and data we need to confirm that our plasma jet units can indeed function successfully as a high performance thruster. Our hope, of course, is that we will receive more than that from you our supporters. If that occurs we have a plan for advancing the thruster development process even further. We intend to go all the way with this thruster and we'd love to see you come along with us!
we exceed the initial funding goal, we will be able to
achieve even more!
For example, at the $100,000 level, we will also be able to:
Build a simple thrust stand to make direct continuous thrust
measurements, to compare with the ballistic pendulum measurements. This
will be important for definitively measuring the thrust as opposed to
calculating it from other parameters. We will also be able to build and
test a breadboard energy recovery circuit. This circuit is crucial for
maximizing the long term overall efficiency of the thruster. At the end
of each thruster pulse, there is some remaining energy stored in the
magnetic field of the current pulse just as the plasma blob exits the
nozzle. We need to recover this energy and reuse it on the next pulse
to maximize the overall efficiency of the thruster. We plan to design a
circuit that stores this energy capacitively so that the voltage for
the next pulse only needs to be “topped-off” instead of charged all the
way from zero. We'll also be able to increase test run time and thus
gather more data for future design modifications to the thruster.
At the $150,000 level, in addition to the above accomplishments, we
will also be able to: Add additional pumping and cooling features to
allow even longer run times. Like all electric thrusters, our thruster
will ultimately need to incorporate some heat management features to
ensure it does not overheat when operating for months at a time. We
would also be able to add a functional energy recovery circuit (not
just a breadboarded circuit) to the thruster and operate them together
to demonstrate an high efficiency system. Our goal is an efficiency of
about 50%, meaning the kinetic energy of the thruster exhaust is 50% of
the amount of electrical energy delivered by the power supply.
At funding levels above $150,000, we would be able to accomplish
further tasks such as: 1) Perform more extensive lifetime testing of
the thruster components, 2) Build an improved thrust stand with
improved fidelity, 3) Perform test runs with xenon gas (which is more
expensive than using argon gas), and 4) Test the thruster entirely in
vacuum, which provides a better thermal test of the hardware in an
actual simulated working space environment. This will be important for
learning how best to incorporate cooling features.
Risks and challenges
The risks and challenges are mainly technical, but the technical risks are low for achieving the stated project demo goals of 5 Hz, 1 kW, 2,000 sec specific impulse operation. The specific impulse goal of 2,000 sec is pretty straightforward, since we have already achieved over four times that number in our previous work. The main risk is actually getting a repetitive pulsed thruster working smoothly and dissipating the heat generated from the drive current. For the 5 Hz burst mode planned for the project demo, heating should not be a problem as long as we limit the run time to a few minutes. If it survives that, we'll try running it for longer duration times to learn more about its thermal characteristics. The external drive circuitry will need to be modified so that the capacitors are charged and discharged in a quasi-continuous manner, but again, this is relatively straightforward. We feel the parameters set forth in this project are sufficient to prove the thruster is worthy of further development. We plan to build an energy recovery circuit to recycle the stored magnetic field energy at the end of the pulse that would otherwise be wasted, but that effort is beyond the resources of our initial funding goal. Such a circuit would be able to increase the overall efficiency of the thruster to a level that is attractive for a space qualified system. None of the technical issues really affect whether we can pull off the project demonstration, but only affect what specific parameters we might achieve for that demo. We plan to aggressively push the parameters as far as we can during the project.

Talk with Unmesh Mashruala Innovation Cell (UMIC), IIT Bombay

The first episode of Reinventor Talk is done with UMIC, IIT Bombay. Mr Keerthan Ramesh ( manager) was our Guest of Honour for talk. Achieve...