US Seeks Laser-Armed HALE for Counter-ICBM Role

The United States is looking to field a laser-armed unmanned aircraft to intercept intercontinental ballistic missiles (ICBMs) towards the middle of the next decade, the Missile Defense Agency (MDA) disclosed on 13 June.

In a solicitation posted on the Federal Business Opportunities (FedBizOpps) website, the MDA Advanced Technology Directorate said it requires a high-altitude long-endurance (HALE) unmanned aerial vehicle (UAV) with the payload capacity needed to carry a high-energy laser system payload to high altitudes for Boost Phase Intercept (BPI) of ICBMs in the 2023 timeframe.

“The results of this RFI [request for information] will inform future programme options for maturing BPI technology and capability following the current Low Power Laser Demonstrator (LPLD) effort. Proposed aircraft should be able to maintain continuous positive ground control and are expected to operate from the Pacific Missile Range Facility in Hawaii and Edwards Air Force Base in California”

The posting reads:

The Missile Defense Agency (MDA) Advanced Technology Directorate is interested in industry’s capability to provide a High Altitude Long Endurance (HALE) unmanned aircraft in the 2023 timeframe.  A HALE aircraft with greater payload capacity is needed to carry a high energy laser system payload to high altitudes to mature Boost Phase Intercept (BPI).  The results of this RFI will inform future program options for maturing BPI technology and capability following the current Low Power Laser Demonstrator (LPLD) effort. Proposed aircraft should be able to maintain continuous positive ground control and are expected to operate from the Pacific Missile Range Facility in Hawaii and Edwards AFB in California.  Unmanned platforms are highly desired; however, manned concepts will be considered with appropriate justification.

In parallel with ongoing BPI technology maturation and demonstration projects, BMDS capability requirements for an airborne high energy laser BPI capability are being developed.  Based on analysis to date, Paragraph 2.a below describes the ideal platform characteristics to enable robust BPI capability.  MDA is interested in far-term platform approaches to meet the full performance of Paragraph 2.a and mid-term solutions that demonstrate significant progress toward achieving these performance parameters.  Concepts that do not meet these parameters are requested to include future options for improving performance, where applicable.

Under this BAA/RFI, multiple White Papers and/or proposals at differing levels of capability and/or risk are acceptable.  Contractors are encouraged to include information on alternate uses and potential commercialization for proposed aircraft designs along with potential Government and/or non-Government co-sponsors.  Areas such as cost, life-cycle affordability, and further commercialization will be important considerations in evaluating future concepts and for any forthcoming acquisitions.

Performance Parameters

• On-station altitude of greater than 63,000 ft

• Flight endurance of greater than 36 hrs on-station (plus flight time for notional 3,000 km transit to station)

• Flight cruise speed of less than Mach 0.45 at on-station altitude

• Payload capacity of at least 5,000 lbs and as much as 12,500 lbs

• Power available for the payload of at least 140 kW and as much as 280 kW for greater than 30 minutes with no loss in platform altitude

• Support a 1 to 2 meter aperture optical payload

• Low vibration at altitude: angular displacements of less than 50 µrad

• Maintain continuous positive ground control

At first glance, these requirements look most suited for the Q-4 Global Hawk, or more specifically an enhanced performance derivative of it. By using this aircraft, it would offer the MDA as close to an “off the shelf” and proven HALE solution as any. One that is also already in service—a fact that could help see such a capability turn from experimental to operational with minimal timelines and expenditure.

USAF RQ-4B is a large and proven HALE solution, although it may need to be enhanced to meet all the MDA’s requirements.

There is also the possibility that a firm like Scaled Composites could offer an updated and unmanned aircraft based on their successful manned Proteus aircraft. Proteus worked as a testbed for many high-altitude sensors—including those found on the Global Hawk family of aircraft today. The company has scaled up the design multiple times, in one case drastically, for space-faring projects.

On the other hand, in an operational form, a penetrating HALE capability would be ideal as it could allow for such a laser system to get closer to its potential targets during a time of conflict or heightened tensions.

DOD The Global Hawk’s Multi-Platform Radar Technology Insertion Program radar slung underneath Proteus

Lockheed has pushed the USAF on its unmanned “TR-X” HALE concept that has low observable features and uses many of U-2 Dragon Lady’s components. Originally this aircraft was to be an alternative option to unseat the RQ-4, and in doing so, keeping Lockheed’s lock on a mission set they have owned since the dawn of the jet age. But this same concept could be adapted to the Missile Defense Agency’s needs, and if the U-2 were to be retired in the coming decade, which is very possible, the MDA could likely obtain these surplus aircraft and transform them for their needs around a TR-X like configuration. Doing so could save money and lower risk compared to fielding a “clean sheet” design.

LOCKHEED SKUNK WORKS TR-X concept art

In the meantime, a single U-2S could be converted for the test initiative and the aircraft already has a superior altitude and payload hauling capability compared to the RQ-4. The Skunk Works has also already looked at making an optionally manned U-2 variant. This could act as a bridge between a test program’s optionally manned or unmanned U-2S and a full-on reconfigured TR-X like operational fleet down the road.

Maybe most enticing, at least for an end-game platform solution, would be the USAF’s secretive HALE stealth flying wing aircraft dubbed the RQ-180. The existence of this Northrop Grumman aircraft, which is loosely akin to the high-flying strategic reconnaissance counterpart to the medium-altitude and far smaller, but also stealthy, tactical reconnaissance oriented RQ-170 Sentinel, has been all but outright confirmed by the USAF. It is likely in service today in very small numbers. The difference between it and all the other options discussed here is that its high degree of low observability, both on the radio and infrared spectrum, and its extreme operating altitudes, allow it to penetrate and loiter deep over enemy airspace while remaining undetected for long periods of time.

Adapting such a platform for the MDA’s boost-phase intercept mission would be attractive as the system could make the best of today’s limited laser power and range by being able to get closer to its potential targets. It would also be able to provide far better area coverage than a standoff system that has to fly along a border. Additionally, fielding such a system on an RQ-180-like platform makes it far more survivable during a time of conflict and it could even be potentially used against enemy aircraft operating over their own territory.

By all accounts, the RQ-180, or whatever its official name may be, is still a highly compartmentalized program, so the idea that the MDA would be able to integrate an experimental laser with it at this early stage is highly doubtful, unless this is also done under a cloak of secrecy. But eventually, migrating this type of capability to specifically this type of aerial asset is likely where the MDA’s laser technology will end up.

While the MDA said it was seeking a HALE UAV for this role, it did note that manned concepts will be considered “with the appropriate justification”.

Performance specifications listed in the RFI call for the HALE UAV to be able to fly higher than 63,000 ft; to have an endurance of greater than 36 hours on-station (plus flight time for notional 3,000 km transit to station); to be able to fly at a cruise speed of less than Mach 0.45 at on-station altitude; to have a payload capacity of at least 5,000 lb (2,268 kg) and as much as 12,500 lb (5,670 kg); have power available for the payload of at least 140 kW and as much as 280 kW for greater than 30 minutes with no loss in platform altitude; to support a one- to two-metre aperture optical payload; have low vibration at altitude, with angular displacements of less than 50 µrad; and to maintain continuous positive ground control.

Source: The Drive

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