of 26/26
AMRDEC CSD HDC Edwards_AAAA04-12.pptx US Army Aviation S&T 10 July 2013 This information product has been reviewed and approved for public release; distribution unlimited. Review completed by the AMRDEC Public Affairs Office 1 Jul 2013; PR0001. Presented by: Dr. Bill Lewis Director, Aviation Development Dir. U.S. Army Aviation and Missile Research, Development, and Engineering Center Presented to:

AMRDEC Aviation Pres - Copy.aspx

  • View

  • Download

Embed Size (px)


General information on the goals and objectives of the Army's FVL technology development initiative.

Text of AMRDEC Aviation Pres - Copy.aspx

Slide 1

US Army Aviation S&T

10 July 2013This information product has been reviewed and approved for public release; distribution unlimited. Review completed by the AMRDEC Public Affairs Office 1 Jul 2013; PR0001.Presented by:Dr. Bill LewisDirector, Aviation Development Dir.U.S. Army Aviation and Missile Research, Development, and Engineering CenterPresented to:#AMRDEC CSD HDC Edwards_AAAA04-12.pptx1

Aviation AppliedTechnology Dir.Ft. Eustis, VAAeroflightdynamics Directorate NASA AmesMoffett Field, CA AMRDEC HQRedstone Arsenal Huntsville, ALAMRDEC Aviation S&T MissionManage and conduct basic research (6.1), applied research (6.2), and advanced technology development (6.3)Provide one-stop life cycle engineering and scientific support for aviation systems and UAS platformsMature technology to maintain relevance of current fleetDevelop and mature technologies to support the future fleetApproved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptxThe AMRDEC mission is two-fold:First, the AMRDEC is focused on conducting focused research, exploratory and advanced technological development in order to meet the needs of the Future Force. Second, the AMRDEC is committed to providing one-stop life cycle engineering and scientific support for aviation, missile and unmanned systems platforms.

AMRDEC has directorates and facilities located across the country. AMRDEC Headquarters are located at Redstone Arsenal, Alabama, but we also have facilities and personnel working in Virginia, California and Texas. This chart highlights some of the key functions at each location. For example, the Aviation Applied Technology Directorate located in Ft. Eustis, Virginia specializes in Aviation R&D, Systems Engineering and Special Operations Forces Support.

2Bottom Line Up FrontAviation S&T supports both the current helicopter and future rotorcraft fleets in improving survivability, performance, and affordabilityCurrent efforts are focused on platforms, power, survivability, vehicle management, and operations support and sustainment Future efforts are focused on Future Vertical Lift (FVL)Joint Multi-Role (JMR) Technology Demonstrator (TD)Focus on Transition to PEO AviationArmy Aviation S&T balances the needs of the current and future fleets


Approved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptxThe Rotorcraft Technical ChallengeComplex, highly interactive physical phenomenamajor scientific barriers remain

Shock induced flow separationRetreating bladeLow angle of attackCompressibility, shocks Transonic drag divergence Free Stream

Rotor wake geometryTip vortex formation & core structureBlade-vortex interaction (BVI) near & close encountersFuselage flow; bluff body wakesInterference flows - main/tail rotors, fuselage, ground effectHover, transition, forward flight regimesHigh angle of attackAirfoil stall, dynamic stallReverse flowBasic rotor aerodynamicsin forward fightAdvancing blade

Free StreamFlow field featuresMulti-disciplinary phenomena

PowerAngle of Attack


Aviation S&T Focus and Technology AreasConcept Design and AssessmentPowerPlatformMission SystemsSustainmentStructuresAeromechanics/RotorsVehicle Mgt & Control Subsystems Engagement and EffectsSurvivability Teaming, Autonomy & Info MgmtHuman Sys Interface Avionics / NetworkingEngines & Other Power Sources Drives

Basic Research

Rotor Aeroelastic Models

MDOF Main Rotor Motions & Loads

Rod-End LoadsPush-Rod Loads

#1 - AMRDEC Overview.pptx5Focus Area ActivitiesPowerIncreased Fuel EfficiencyLightweight Drive TrainsImproved Reliability and DurabilityReduced Weight/VibrationAlternative Concept Engines

Joint Multi-Role Technology Demonstrator*Rotorcraft Airframe TechnologyLightweight, Durable, & Damage Tolerant StructuresAdvanced Flight Control SystemsReduced VibrationsReduced Acoustic SignatureAdaptive Vehicle ManagementImproved Vehicle PerformanceAdvanced RotorsAircrew Protection


SustainmentReduced Maintenance ActionsImproved ReliabilityImproved Mission ReadinessReduced Spares LogisticsHigh Reliability Prognostics/Diagnostics

Mission Systems

DVE MitigationCommon Human Machine InterfaceIncreased Levels of Autonomy Manned-Unmanned Intelligent TeamingCognitive Decision AidingReduced Vehicle SignaturesAdvanced Threat ProtectionWeapons IntegrationAdvanced Concept Studies & DesignAttribute and Effectiveness Assessment

Concept Design & AssessmentRotor AerodynamicsFlow ControlVLRCOE

Basic Research

#FileName.pptxBasic ResearchFocus Area

Notional 35,000lb FVL230+ KTAS cruise

Vertical Lift ResearchCenters Of Excellence (J17)

Computational structures/fluidsmethod development6.1 (H45)ILIR (91A)Example Thrust: FVL Compound 35,000lbs 230+KTAS Compressibility and blade stall effects impact max range Interactional aerodynamics of rotor and wing Complex computational structures/fluids tools required to understand Is there a way to push the aerodynamics of the wing and rotor in a way that reduces the rotor speed change requirement and simplifies the variable speed drive problem?Experimental investig. of phenomenon Such as lift, drag, stall, and flow control Fulfills vital role in AMRDEC Portfolio Resources IN-HOUSE DOD SMEs and facilities Pursuit of longstanding technology/physics barriersTransitions to AMRDEC 6.2 and 6.3 programs RX / TX to other Tech Areas within ADD Looking at the un-invented GAPS can be: Flight performance limiters of existing or proposed aircraft Validation of methods, tech factors, new ideas into design space Analytical/predictive methods used in aeromechanics Understanding of fundamental physics critical to flight

3 funded POM Project lines in the Basic Research Focus AreaClose collaboration with other DoD agencies (ARL, ARO, NAVY), NASA SMEs and facilitiesUniversity collaboration using Grants, Post Docs, VLRCOE, and international collaboration using MOAs and MOAs with France, Germany, and Israel#FileName.pptxThe Aviation Basic Research resources in-house and academic research to overcome technological and physical barriers. It develops the underlying understanding of physiological phenomena and analytical tools and methods used in aeromechanics and aerodynamics.

Aviation Air Mobility (H45) Basic Research GoalsDevelop improved validated computational methods for the complex physics of rotorcraft aeromechanicsEvaluate adequacy of these methods for conventional helicopter, tilt rotor and other rotorcraft configurationsExplore and transition promising new concepts to applied research efforts


CFD/CSD Methodology Research for Rotorcraft AeromechanicsHybrid CFD Methods for Rotor Hover PerformanceDynamic Pressure Sensitive Paint Measurement Technique for Rotorcraft (LaRC)Rotor Hover Performance and PIV Experimental Wake PhysicsUnderstanding Rotor Blade Structural Modeling, 1D versus 3D MethodsLaminar Flow Airfoil Design (LaRC)

Aviation In-house Laboratory Independent Research (91A) GoalsInvestigate innovative concepts for improved rotorcraft mission performanceExplore fundamental principles governing rotorcraft phenomenaTransition promising new concepts to basic and applied research efforts


Fundamental Characterization of Trailed Wake Vortices and Span-wise Loading (competed)Experimental Study of Compressible Unsteady Flow SeparationFlow Physics and Boundary Layer Control for Separated WakesRotorcraft Theory at High Advance Ratio

This Focus Area also includes the Vertical Lift Research Centers of Excellence (VLRCOE) (J17)Initiated in 1982 by the Army Research Office. Transferred to NRTC in 1995Strengthens academias contribution to rotorcraft research & technologyRe-compete: BAA Feb 2011, Proposals April 2011, Evaluation May 20113 5 Year Cooperative Agreements awarded September 2011 to Georgia Tech (w/ Michigan, Ohio St., Wash. U., Utah St., Texas-Arlington) 11 Tasks, $1.45M/yr; Penn State (w/ PSU App Res. Lab) 12 Tasks, $1.30M/yr and Univ. of Maryland (w/ Texas, N. Carolina A&T, Wyoming, US Naval Academy) 12 Tasks, $1.35M/yr ~$4.1M/yr total funding (Army (Army - $2.6M/yr, Navy - $1M/yr, NASA - $.5M/yr)Reviewed Annually by Technical & Management Team from Army, NASA, Navy, & IndustryUniversities collaborate & tech transfer directly with industry via 6.2 funded NRTC sponsored research projects thru VLC

7PlatformMajor Thrusts Apply technology solutions to aerodynamic performance, cost, crew protection and sustainment gaps and demonstrate payoffs to aviation airframe, rotor, and flight control / vehicle management systems.

Major Identified Gaps Current R/W platforms fall short in hover and cruise aerodynamic performance, pilot workload and handling qualities, battlefield sustainment and survivability, and procurement and sustainment costs. Rotorcraft Airframe TechnologyPlatform Durability and Damage ToleranceAdvanced Flight Control SystemsReduced VibrationsReduced Acoustic SignatureAdaptive Vehicle ManagementImproved Vehicle PerformanceAdvanced RotorsAircrew Protection


High Strain Rate Effects ModelingKey TechnologiesEmbedded / virtual sensorsSmart structures Low area-density armor Adaptive energy attenuation Self repairing structures

Multi-functional Structures

Non-linear Analyses

Multi-body and Dynamic Response Modeling

Large, Integrated StructuresStructures and Subsystems S&TApproved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptx

Key Technologies

Improved AirfoilsActive On-Blade ControlRotor Durability and Vibration ControlOptimum Speed RotorLightweight Actuators and Integrated Control System

Rotors /Aeromechanics Provides the Foundation for Significant Increase In Affordably and Operational Capability

Rotors/AeromechanicsApproved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptx

Key Technologies Autonomous Guidance Partial & Full-authority Architectures Adaptive /Re-configurable Systems

Active Controllers

Vehicle Management/ControlsApproved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptxPower Focus Area Drive Systems Engine Demonstrators

Engine ComponentsPayoffs: Increased mission radius Increased payload capability Significant O&S cost savings Decreased maintenance downtime Increased mission availability Reduced crew fatigueExplore, develop and transition critical engine, drive, and maintenance technologies that enhance the effectiveness of Army AviationImprove the power-to-weight ratio, specific fuel consumption, durability and cost of turboshaft enginesImprove the weight, noise, and durability and cost of rotorcraft drive systemsImprove the effectiveness of aircraft maintenance methods, techniques and equipmentObjectives:


Key Technologies Flow control devices Compact, high heat release combustor Non - metallic engine components Torque Splitting Face Gears Light Weight/Corrosion Resistant Composite Gearbox

CH-47 Composite HousingAH-64 Face Gear TransmissionCombustor

HPT Nozzle Ceramic shroud Dual CentrifugalCompressor

Propulsion & Drives S&T

Approved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptx

VAATETHE PARTNERSHIPTHE MISSIONAPPROVED FOR PUBLIC RELEASE, AFRL-WS 07-1431#AMRDEC CSD HDC Edwards_AAAA04-12.pptx1414Drive TechnologyPayoffsFace gear design allows for 3400hp ratingReduced parts count (from 3 stage, to 2 stage transmission)Improved VROCImproved reliabilityPayoffsImproved main transmission and tail drive system allows for 3850hp ratingReduced noise levelsReduced weight

Apache Block IIIApache Block III Lot 7Enhanced RotorcraftDrive SystemRDS-21

Split Torque Face Gear Transmission

Fielding began in FY12Fielding begins in FY20Approved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptxDuring the RDS-21 program, a split torque face gear transmission was developed and demonstrated. This split torque main transmission has transitioned to the Block 3 Apache, which is planned to be fielded beginning in FY12. This face gear design allowed the main transmission to go from 3 stages down to 2 stages. It also allowed the aircraft to go from being rated at 2828hp to 3400hp, due to the improved gear load capability of the split torque design. The face gear transmission also improved vertical rate of climb and reliability.

Technologies currently being developed under the Enhanced Rotorcraft Drive System program are planned to transition into the Block 3 Lot 7 Apache. The most significant of these technologies is an improved tail drive system. This improved tail drive system includes near-net forged gears in the tail gearbox and advanced C61 gear steel in the intermediate gearbox. Both tail and intermediate gearboxes are manufactured using an investment casting technique to reduce the housing weights. The shaft between these two gearboxes is composite, and has an integrated coupling. This reduces weight and the parts count, by not needing separate couplings. These technologies allow the Block III Lot 7 aircraft to be rated at 3850hp, reduce the overall noise levels, and reduce weight.

The technologies being developed under the Future Advanced Rotorcraft Drive System are planned to transition into an OH-58 Upgrade Program. For improved gear load capacity, were developing technologies: gear materials such as Ferrium C64, manufacturing processes such as cavitation peening, and improving the gear geometry itself with optimized root profiles and tip modifications. For improved bearings, were developing technologies such as: simplified bearings for reducing the number of bearing parts and weight, ceramic bearings, and reduced weight bearing liners. For improving the drive systems lubrication system, were developing technologies such as: advanced lubrication techniques, and passive cooling systems. For reducing maintenance, were developing technologies such as: non-metallic debris detection, fluid condition monitoring, and joint integrity monitoring. These technologies allow the aircraft to meet the 6k/95 degree at 5500lb aircraft requirement, as well as reduce costs, and improve the diagnostic capabilities.

15Missions SystemsMajor Thrust: Develop and demonstrate operator interfaces, scalable effect weapons, precision time-sensitive delivery, and multipurpose sensors, integrated for the mission; Improve safety and effectiveness of rotorcraft pilots in degraded visual environments (DVE); manage high workload cockpits with adaptive aiding and autonomy to more efficiently & effectively control, manage, and interact with manned and unmanned aviation assets.Major Identified Gap: Current subsystems have limited or inadequate capabilities, that result in operator overload, collateral damage, inefficient application of effects and excessive sensors due to federated systems, ASE subsystems have limited or lacking capabilities, result in excessive parasitic weight, are not well integrated, and do not take advantage of advanced technologies. DVE MitigationCommon Human Machine InterfaceIncreased Levels of Autonomy Manned-Unmanned Intelligent TeamingCognitive Decision AidingAdvanced Threat ProtectionActive Jammers & DecoysWeapons Integration


Mission Systems Research AreasCommunicationLOS Voice and DataBLOS Voice and DataIntegrated Tactical Networks (SRW, WNW, JTRS, etc)Advanced Antennas (Conformal , Multi-band, etc.)Interoperability with DHSBackwards compatibilityNavigation/PilotageIntegrated GPSTranspondersIntegrated IFFDecision Aiding/OPVIntegrated DVE/CA/OAAvionics ArchitectureAdvanced Mission ProcessingHigh Speed BackplanesData ConcentratorsSolid State Recording DevicesHigh Speed InterconnectsOpen Systems Standards (JCA / FACE)Information Assurance Multi-level SecurityCrew StationFully Integrated Next-Gen cockpit HMI Designed-InAdvanced Controls and DisplaysMulti-FunctionHelmet MountedHeads upEffective cueingEDM (Electronic Data Manager)Situation AwarenessReal-time information (threat, weather, a/c state, BC, etc.)360 Spherical SensingInformation MgmtData Fusion, Decision AidingCOP (GIG, BFT, etc.)MUM-TLOI 4 / LOI 2Decision AidingWingmanEngagement & EffectsScalable effect warheads & weaponsDirected EnergyCounter-UAS and Air-to-AirHostile Fire DetectionNext Gen Integrated Targeting, SA, DVE sensor suiteDecision Aiding for optimal , synchronized use of on- and off-board effectsMaritime search, track, and identification of surface and subsurface targetsSurvivabilitySignature Management / SuppressionSurvivability SA and PlanningAdvanced CountermeasuresTunable PyrotechnicsHostile Fire IndicationIASEAdvanced Warning Receivers

FlexibilityMission reconfigurableUpgradableLand based and maritime operationsTactical and peace-time operationsDistribution Unlimited#AMRDEC CSD HDC Edwards_AAAA04-12.pptx17Joint Common Architecture ApproachCurrent Integration ProcessPoint to point integrationLengthy Development Cycles (18-33 months)Requires each platform to maintain expertise for each product





Future ProcessIntegrate to standard interfacesCross-platform portableSync new capability across fleet

16 platform integration activitiesYourfilename.pptSustainment Focus AreaPropulsionPower management and Continuous power assuranceImproved Torque AccuracyPhysics-based LRU ModelsBearing and ErosionDrive System and MechanicalGearbox models for prognostics and vibration predictionPlanetary gear fault detection Wear detection prognostics Non-metallic debris monitoring Electrical System and WiringWiring functional and fault propagation modelsAdvanced wiring sensorsElectrical component prognostics

StructuresLoad and Usage MonitoringFatigue damage detectionImpact damage detectionCorrosion Monitoring

Rotors and Dynamic ComponentsIntegrated load/motion sensingAeroelastic and blade dynamic fault modelsBlade damage detectionWireless transfer to fixed system

Vehicle Management SystemFault models for VMS componentsMechanical controls/bearing prognostics Pump and Actuator prognosticsSystem IntegrationGlobal Data FusionIntegrated multilevel system reasoners

Corrosion Detection

Damage Detection

Rotor Aeroelastic Models

MDOF Main Rotor Motions & Loads

Rod-End LoadsPush-Rod Loads

Transition to Current and Future FleetUNCLASSIFIED#FileName.pptxUNCLASSIFIEDThe O&S focus area addresses technologies and processes to improve operational reliability, availability and maintainability, improve sustainability, reduce O&S costs. Technologies which enable and expand Condition-Based Maintenance (CBM) concepts throughout platform subsystems. The O&S S&T roadmap leverages Army 6.2/6.3, other services S&T, and SBIRs to address the O&S needs of both the current and future fleet.

Goals include Reducing Maintenance inspections & Maintenance Flight Hours, increasing Mean Time Between Removal, Reducing Maintenance Labor and Flight Hours, Reduce False Removal Rates, Increase Detection Time Before Failure, Reduce System and Installation Cost, and Reduce System Weight19Future Low Maintenance AircraftTechnology NeedsSand/FOD Tolerant Engines advanced particle separatorsActive Vibration-cancelling Flight control laws to limit peak loads/adapt to vehicle health Carefree maneuvering without component degradationPermanent Erosion Protection up to 10X improvement Reliable Icing Protection 100X improvementMulti-Path, Multi-Function wiring configurationsReduced avionics footprint through open architecturesNew qualification specificationsLCC sensitivity models for optimized designOil-free bearings

Adaptive engine controlsImproved engine and gearbox sealsIn-Flight RTB AdjustmentsComposite/corrosion resistant gearbox housingsDurability and damage tolerance structures/self repairingAdvanced materialsDamage tolerant life management through M&S Health awareness through damage detection and loads / usage monitoringEmbedded Diagnostics and Prognostics to reduce maintenance and enable autonomic logistics

Affordability dictates greatly reduced O&S costs Achieved by moving from todays maintenance burden to low maintenance.

CurrentLow MaintenanceFuture

10,000 Hour LifeIncreased operational availability rates

Highly accurate fault detection and isolationReduction of maintenance man-hours/flight-hour O&S Design Goals

#AMRDEC CSD HDC Edwards_AAAA04-12.pptx

Concept Design & Analysis Focus Area RangePayloadTechAssess Tech ImpactEmpty Weight + FuelGross WeightTechCreate Designs

UAVsMannedBe flexible: Criticality of customer needs determines projects supported & priorityEvaluate Concepts

X2 Demo

A160 UAVX-49ADsgn & Assess Mthds

NDARCMission: Lead multidisciplinary design of advanced vertical lift aviation systems for manned and unmanned platforms, enable the enterprise to formulate new CONOPS, establish feasible requirements, guide informed technology investments by incorporating technologies in system synthesis across all Focus Areas, and satisfy materiel solutions analysis and development milestones. Technology Objectives: Enhance Design CertaintyExpand Assessment CapabilityImprove Timeliness of the Design CycleAVN Rev Guidance/Format 13 Nov 08 .ppt#21It is vital that the government maintain a system design function for many reasons. No technology makes a contribution to an aircraft until it is integrated as a part of the complete system. The benefit of individual technologies is often a function of the design approach associated with the larger system. The design activity looks at the cost, weight, performance, and sustainment aspects of individual technologies and allows the community to assess the potential contributions in light of impact it will have on all aspects of operation. Additionally, pursuit of specific aircraft designs reveal aspects which cry out for innovative, lightweight, low drag, reliable solutions. This sharpens the research focus of the community and leads to higher impact technology investments. The process of designing aircraft reveals the capabilities and weaknesses of the tools and methods presently available to do so and generates its own research to advance the capability and accuracy of the process. These tools and methods are broadly shared and exchanged to the benefit of the military/industrial base and form the basis of a common assessment of anticipated performance. The government's designers use their tools and expertise to assist and assess the industry designs in support of program source selection and execution. The government design activity builds tools, methods, and expertise that makes the government a smarter buyer of aircraft systems and technologies and a better investor across the research portfolio.

ConfigurationConfiguration TradesConfiguration ExplorationsSlowing Rotor/GearingUtility Layouts for Troop EgressInternal/External StoresFoldingPressurizationShipboard Takeoff/landing Options

Slowing Rotor/Clutching/GearingWing/Rotor Lift ShareTrim/Control StrategiesUtility Layouts for Troop EgressInternal/External StoresFoldingWing/Sponson Fuel

Anti-Torque MethodsEnvelope Limitations

Active RotorHub Drag ReductionManeuver WingUtility Layouts for Troop EgressFuel Layout

Deployment OptionsReduced Signatures

250kt+180-250kt170-180ktGovernment Design Exploration

22#AMRDEC CSD HDC Edwards_AAAA04-12.pptx22

Advanced HelicopterBig-Wing CompoundAdvanced Tilt Rotor

Armor layout

Concept Design for Dismounted Troop AccommodationDismounted Soldier Egress

Survivability Assumptions

Dismounted Soldier Seated Space VolumeDesign EffortsApproved for public release; distribution unlimited. FN 6217#AMRDEC CSD HDC Edwards_AAAA04-12.pptxFuture Vertical Lift (FVL) Rotorcraft VisionFVL describes a family of vertical lift aircraft Includes multiple sizes/classes of vehiclesConsiders the vertical lift needs across the DoDAchieves significant commonality between platformsAddresses the capability gaps identified in the Army Aviation Operations CBA, and the OSD-sponsored Future Vertical Lift CBAObjective vehicle attributesScalable common core architectureIntegrated aircraft survivabilitySpeed 170+ ktsRange 424 km (combat radius)Performance at 6,000 feet and 95F (6k/95)Shipboard CompatibleFuel EfficientSupportableAffordabilityOptionally Manned Commonality


Worldwide operationsAffordabilityPerformanceSurvivabilitySustainabilityEnvironmentalRangePayloadFuel EfficiencyStation TimeSpeedOperational AvailabilityOperations & Support CostsSurvivabilityIR/RF/LaserKinetic ThreatSmall ArmsAffordabilitySizeScaleRiskFutureAviationCapabilities6K/95All Weather Ops in Degraded Visual Environment

Approved for public release; distribution unlimited.#AMRDEC CSD HDC Edwards_AAAA04-12.pptxJMR Technology Demonstrator (TD) Purpose:Demonstrate transformational vertical lift capabilities to prepare the DoD for decisions regarding the replacement of the current vertical lift fleet

Products:Demonstrated and refined set of technologically feasible and affordable capabilitiesTechnology maturation plans Cost analysis for future capabilities Two demonstrator test bed aircraft

Payoff:Reduced risk for critical technologiesAcquisition workforce with improved skill sets to develop specifications and analyze technical data Data readily available to support future DoD acquisitions

Capability to Perform Worldwide OperationsAffordabilityPerformanceSurvivabilitySustainabilityEnvironmentalRangePayloadFuel EfficiencyStation TimeSpeedOperational AvailabilityOperations & Support CostsSurvivabilityIR/RF/LaserKinetic ThreatSmall ArmsAffordabilitySizeScaleRiskFutureAviationCapabilities6K/95All Weather Ops in Degraded Visual Environment

Approved for public release; distribution unlimited.#AMRDEC CSD HDC Edwards_AAAA04-12.pptx25QuestionsApproved for public release; distribution unlimited.#AMRDEC CSD HDC Edwards_AAAA04-12.pptxChart15446


Sheet1Total5446To resize chart data range, drag lower right corner of range.