Militarily Critical Technologies List: Department of Defense

Department of Defense
MILITARILY CRITICAL TECHNOLOGIES

LIST
SECTION 1: AERONAUTICS TECHNOLOGY
June 2009
Under Secretary of Defense, Acquisition, Technology and Logistics

Pentagon, VA
PREFACE
A. THE MILITARILY CRITICAL TECHNOLOGIES PROGRAM (MCTP)

The MCTP supports the development and promulgation of the congressionally mandated Militarily Critical
Technologies List (MCTL) and the Developing Science and Technologies List (DSTL).
Congress assigns the Secretary of Defense the responsibility of providing a list of militarily critical
technologies (the MCTL) and of updating this list on an ongoing basis. The MCTL identifies technologies crucial to
weapons development and has been a key element in evaluating U.S. and worldwide technological capabilities. The
MCTP has provided the support for a wide range of assessments and judgments, along with technical justifications
for devising U.S. and multilateral controls on exports. The DSTL, another MCTP product, identifies technologies
that may enhance future military capabilities and provides an assessment of worldwide science and technology
(S&T) capabilities.
The MCTP process is a continuous analytical and information-gathering process that refines data and updates
existing technology lists to provide thorough and complete technical information. It covers the worldwide
technology spectrum and provides a systematic, ongoing assessment and analysis of technologies and determines
values and parameters for these technologies.
Technology Working Groups (TWGs), which are part of this process, provide a reservoir of technical experts
who can assist in time-sensitive and quick-response tasks. TWG chairpersons continuously screen technologies and
nominate items to be added or removed from the MCTL and DSTL. TWG members are subject matter experts
(SMEs) from the military Services, DoD and other federal agencies, industry, and academia. A balance is
maintained between public officials and private-sector representatives. TWGs collect a core of intellectual
knowledge and reference information on an array of technologies, and these data are used as a resource for projects
and other assignments. Working within an informal structure, TWG members strive to produce precise and objective
analyses across dissimilar and often disparate areas. Currently, the TWGs are organized to address 20 technology
areas:
Aeronautics Information Systems
Armament and Energetic Materials Lasers, Optics, and Imaging
Biological Processing and Manufacturing
Biomedical Marine Systems
Chemical Materials and Processes
Directed Energy Systems Nuclear Systems
Electronics Positioning, Navigation, and Time
Energy Systems Signature Control
Ground Systems Space Systems
Information Security Weapons Systems
B. THE MILITARILY CRITICAL TECHNOLOGIES LIST (MCTL)

DODI 3020.46, The Militarily Critical Technologies List (MCTL) establishes policy, assigns responsibilities,
and prescribes procedures for developing and maintaining the MCTL. The MCTL provides a coordinated
description of technologies that DoD assesses are essential to the design, development, production, operation,
application, or maintenance of an article or service which makes or could make a significant contribution to the
military potential of any country, including the United States. This includes, but is not limited to, design and
manufacturing know-how, technical data, keystone equipment, and inspection and test equipment. It includes
discrete parameters for systems; equipment; subassemblies; components; and critical materials; unique test,
inspection, and production equipment; unique software, development, production, and use know-how; and
worldwide technology capability assessments.
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C. LEGAL BASIS FOR THE LIST OF MILITARILY CRITICAL TECHNOLOGIES
The Export Administration Act (EAA) of 1979 assigned responsibilities for export controls to protect
technologies and weapons systems. It established the requirement for DoD to compile a list of militarily critical
technologies. Specifically the EAA stated:
“(5)(d)(2) The Secretary of Defense shall bear primary responsibility for developing a list of militarily critical
technologies. In developing such list, primary emphasis shall be given to--
(A) arrays of design and manufacturing know-how,
(B) keystone manufacturing, inspection, and test equipment,
(C) goods accompanied by sophisticated operation, application, or maintenance know-how, and
(D) keystone equipment which would reveal or give insight into the design and manufacture of a
United States military system, which are not possessed by, or available in fact from sources
outside the United States to, controlled countries and which, if exported, would permit a
significant advance in a military system of any such country.
(3) The list referred to in paragraph (2) shall be sufficiently specific to guide the determinations of any official
exercising export licensing responsibilities under this Act.”
The EAA and its provisions, as amended, were extended by Executive Orders and Presidential directives.
D. USES AND APPLICATIONS

The MCTL is not an export control list. It is DoD’s recommendation for what should be controlled. When
goods are identified as being militarily critical, the technology for the development or production is also
recommended for control. The document is to be sufficiently specific for evaluating potential technology transfers
and has been used for reviewing technical reports and scientific papers for public release. Technical judgment must
be used when applying the information. It should be used to determine if the proposed transaction would result in a
transfer that would give potential adversaries access to technologies whose specific performance levels are at or
above the characteristics identified as militarily critical. It should be used with other information to determine
whether a transfer should be approved.
The first list of militarily critical technologies that was published in the Federal Register on October 1, 1980
said that, “Some of these technologies will be recommended for control on the USML.” This has been the practice
since. The linkage was confirmed by the Secretary of Defense/Secretary of State Defense Trade Security Trade
Initiative (DTSI) of May 2000. One of its measures, DTSI #17 was to: “Review/Revise the U.S. Munitions List: The
process would involve a four-year review cycle, where one-quarter of the USML would be reviewed each year. The
objective would be to comport what is controlled by the USML more directly with the Military Critical
Technologies List.” Thus, while the focus of the MCTL is on dual use technologies, defense article/technologies
may also be included.
This document, MCTL Section 1: Aeronautics Technology supersedes MCTL Section 1, Aeronautics
Technology, September 2006.
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INTRODUCTION
A. ORGANIZATION OF THE MILITARILY CRITICAL TECHNOLOGIES LIST (MCTL)

The MCTL is a documented snapshot in time of the ongoing MCTP militarily critical technology process. It
includes text and graphic displays of technical data on individual technology data sheets.
Each section contains subsections devoted to specific technology areas. The section front matter contains the
following:
• Scope identifies the technology groups covered in the section. Each group is covered in a separate
subsection.
• Highlights identify the key facts in the section.
• Overview discusses the technology groups identified under “Scope.”
• Background provides additional information.
Each technology group identified under Scope has a subsection that contains the following:
• Highlights identify the key facts found in the subsection.
• Overview identifies and discusses technologies listed in data sheets that follow.
• Background provides additional information.
• Data Sheets, which are the heart of the MCTL, present data on individual militarily critical technologies.
The principal data element is the Critical Technology Parameter, which is the technology parameter that
defines where the technology would permit significant advances in the development, production and use of
military capabilities of potential adversaries.
B. TECHNOLOGY DATA SHEETS

The technology data sheets are of primary interest to all users. They contain the detailed parametric
information that export control policy makers and licensing officials need to execute their responsibilities.
• Critical Technology Parameter(s) includes the parameter, data argument, value, or level of the technology
which would permit significant advances in the development, production and use of military capabilities of
potential adversaries.
• Critical Materials are those materials that are unique or enable the capability or function of the technology.
• Unique Test, Production and Inspection Equipment includes that type of equipment that is critical or
unique.
• Unique Software is software needed to produce, operate, or maintain this technology that is unique.
• Major Commercial Applications addresses commercial uses of this technology.
• Affordability Issues are those factors that affect the cost of the technology.
• Export Control References indicate international and U.S. control lists where this technology is controlled.
Note: Export control references are:
WA ML 2 (Wassenaar Arrangement Munitions List Item)
WA Cat 1C (Wassenaar Dual Use List Subcategory)
MTCR 17 (Missile Technology Control Regime Item)
NTL B3 (Nuclear Trigger List Subitem – Nuclear Suppliers Group)
NDUL 1 (Nuclear Dual Use List Item – Nuclear Suppliers Group)
AG List (Australia Group List)
BWC (Biological Weapons Convention)
CWC (Chemical Weapons Convention)
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USML XII (United States Munitions List Category – ITAR)
CCL Cat 2B (Commerce Control List Subcategory – EAR)
NRC A (Nuclear Regulatory Commission Item)
• Background provides a description of the technology.
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SECTION 1 - AERONAUTICS TECHNOLOGY
Scope
1.1 Aerodynamics
1.2 Aeronautical Propulsion
1.3 Aeronautical Enabling and Support Technologies
1.4 Aeronautical Vehicle Control
1.5 Unmanned Aircraft Systems (UAS)
Highlights
• Agile—Aircraft are able to operate in multiple environments with minimal modifications and
support.
• Stealthy—Aircraft are designed to provide minimal signatures for all types of emissions or
reflections.
• Lighter—Air vehicles are highly mobile and provide greater performance per pound of
weight.
• Miniaturized—Smaller vehicles provide improved mission accomplishment through
increased survivability.
• Combat Survivable—Reduction of signatures and greater reliability provide improved “get-
home” capability.
• Unmanned Aircraft Systems—Unmanned aircraft have proliferated throughout the world.
OVERVIEW
This section covers technologies associated with aerodynamics, propulsion, enabling and support, and
vehicle control that might be used in various aeronautical systems and unmanned aircraft systems (UAS).
The aeronautical systems technologies covered include those applicable to fixed-wing aircraft, rotary-wing
aircraft, hybrid vehicles, unmanned aircraft (UA), and any other airborne vehicles that could be used for a
military mission. It does not address space vehicles (see MCTL Section 19).
Many technologies in military aviation systems are shared with and are used by commercial aviation.
However, those addressed in this section have been selected because the unique operational performance
envelopes of military systems (e.g., hostile environments, severe performance requirements, and the need
for rapid analysis and response to hostile situations by the operators of the airborne combat platform).
Air vehicles are used to conduct a variety of military missions: strategic and tactical bombing, air
mobility, attack, air superiority, reconnaissance (intelligence gathering), and special operations. To
accomplish these missions, these vehicles need speed, range, lethality, flexibility, and survivability. Many
of the technologies covered provide a decrease in weight, with attendant increased range or payload,
increased reliability, increased maneuverability, decreased vulnerability, reduced accident rates, decreased
operating and support costs, and reduced acquisition costs.
Affordability is a continuing issue for aeronautical technologies. On the commercial side, few
customers are willing to pay the price for new technology unless it provides a dramatic improvement in
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reducing the cost of operations. Most work is limited to incremental improvements, and much of this work
is focused on reliability, maintainability, and operability. Many efforts involve packaging existing
technologies in new ways and increasing capabilities through advances in computational capability.
Military systems are relying on adaptations of commercial technologies. This trend has only occurred
recently and is expected to continue as military budgets are pressured. More emphasis is also being placed
on augmenting manned military systems with unmanned systems, including unmanned combat aerial
vehicles (UCAVs) for suppression of enemy air defense and strike missions and micro air vehicles (MAVs)
for reconnaissance.
BACKGROUND
The basic philosophy for success in warfare is still that the victor must control the land, usually with
the physical presence of armed troops. This end result has not changed since early times, but achieving it
has altered dramatically. Airpower, either manned or unmanned, has taken the role of being one of the first
assets used and is responsible for the initial attacks on an adversary or for defense from an attacking force.
Aircraft were first used in battle in World War I but in a very narrow role (e.g., initially for
surveillance and reconnaissance). The U.S. Army Signal Corps procured the first aircraft bought by the U.S
military in 1908 (see Figure 1.0-1). At that time, these aircraft cruised at speeds similar to those on our
highways today.
Figure 1.0-1. The United States Army's First Heavier-Than-Air Aircraft: a Wright Model A
Today’s aircraft are much more sophisticated and employ new technologies such as MCTL Data Sheet
1.4-5, Advanced Air Data Systems (AADS). Other technologies employed are constantly changing and
improving. The combatant who has the better performance capability (speed, endurance, reliability,
signature control and so forth) will usually be able to achieve the edge necessary for success—other factors
being equal.
The technologies discussed are those that have been determined to provide that edge to U.S. forces.
Many of the technologies listed have existed for some time, but their parameters have been updated to
reflect current capabilities.
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1.1 AERODYNAMICS
Highlights
• Performance—Variable capabilities foster more effective mission accomplishment.

• Range—Improved aerodynamics increases a vehicle’s sphere of influence.
• Payload—Alternative mission payloads enhance vehicle effectiveness.
• Endurance—Optimal aerodynamic configurations increase time on station.
OVERVIEW
This section includes technologies that relate to designs or innovations that provide air vehicles with
capabilities that allow them to operate in multiple flight regimes [e.g., subsonic (slower than the speed of
sound), supersonic (faster than the speed of sound), hover]. Inherent in such capabilities are improved
aerodynamic characteristics of surfaces or bodies to obtain better flow patterns and/or improved lift and
drag parameters. The technologies apply to air vehicle external surfaces and to internal flow streams such
as those contained within propulsion units or other devices. To achieve accurate flow prediction for design
optimization, the technologies rely on models and techniques such as the application of computational fluid
dynamics (CFD).
The technologies described relate to both fixed-wing and rotary-wing aircraft. Airplane wings are
usually designed for best efficiency at the planned mission speed(s) of the vehicle. Augmentations are often
added to improve slow-speed requirements (e.g., landing and takeoff) with devices like flaps and slats.
However, the mission operating regimes are usually quite diverse and require different wing configurations.
Thus, the ability to change wing planforms in flight was developed. Most notable are the “swing-wing
aircraft” (F-14, FB-111, and European Tornado), which allow efficiency of flight at both subsonic and
supersonic speeds. A swing-wing is a wing configuration that allows an aircraft to alter its planform for
various flight conditions (see Figure 1.1-1).
Wings Unswept
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Wings Swept
Figure 1.1-1. F-14 Tomcat

Combining fixed-wing and rotary-wing technology makes many interesting configurations possible.
Yet, this combination is not an innovation since many countries have attempted the combination and it is
not a simple task to bring such a design to a viable production vehicle. The current most noted aircraft of
this type is the V-22 Osprey (see Figure 1.1-2). An earlier example was the British Rotodyne (see Figure
1.1-3) built by The Fairey Aviation Company, Manchester, UK, in the 1950s. While the engines did not tilt
or move to change the type of flight, the Fairey Rotodyne used a rotor and a fixed wing to optimize each
flight regime. LTV, now Vought, built the “tilt-wing” XC-142 in Figure 1.1-4.
Figure 1.1-2. V-22 Osprey in Flight
Figure 1.1-3. Fairey Rotodyne
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Figure 1.1-4. LTV XC-142
BACKGROUND
Aerodynamics is the underlying science of all aeronautic systems. Advances have taken mankind from
the early propulsion achieved from a sail on a ship to the supersonic transports and fighter aircraft of the
21st century. The 20th century was the era of flight for mankind, and the Wright brothers were first to see
that aircraft control could be achieved through changing the airfoil configuration. The Wright Flyer (see
Figure 1.1-5) achieved some of its control through changing the warp (camber) of the wings. As speed
requirements made possible new ways of achieving flight, optimization included varying the geometry of
the lifting surfaces in flight and also combining modes of flight (rotary and fixed wings). Even though the
large, rapid performance of the 20th century may not be repeated in the near future, continuous but relevant
improvements are ongoing.
Figure 1.1-5. Wright Flyer: First Flight, December 17, 1903
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LIST OF MCTL TECHNOLOGY DATA SHEETS
1.1 AERODYNAMICS
1.1-1 Variable Geometry Wings

1.1-2 Nonconventional Rotor Systems
CHANGES FROM LAST MCTL
1. Variable Geometry Wings. Oblique Flying Wing information added. Other changes are minor.
2. Nonconventional Rotor Systems. Canard Rotary wing material reduced in emphasis.
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MCTL DATA SHEET 1.1-1. VARIABLE GEOMETRY WINGS
Technology to change the planform of the aircraft (e.g., swing-wing) and/or change the shape of the
wing or rotor in flight.
Critical Technology Fixed wing—External robustness to maximize lift-to-drag (L/D) configured airfoil from
Parameter(s) supersonic only to include the high subsonic region.
Helicopter—Dynamically optimized air load distribution on rotors for 50% reduction in
acoustic signature and 60% less vibration; bandwidth of 3 Hz. (All CTP to be met.)
Tilt-rotors/tilt-wings—Optimize and adapt prop-rotor geometries for efficient performance in
hover and forward-flight regimes, actively controlling tip speeds, planform, and blade length
and chord. Reduce vibrations by 40% and acoustic signature by 30%. (All CTP to be met.)
Critical Materials Smart materials, smart actuators, piezo-electric devices.
Unique Test, Digital air vehicle and control system dynamic computer models; computer-aided design
Production, (CAD) development software; pilot-in-the-loop simulators; ground and flight testing of
Inspection prototype systems; CAD tools for linking design parameters to vehicle dynamic models.
Equipment
Unique Software Algorithms and verified data containing actual design parameters (e.g., response, shape,
rates).
Major Commercial Supersonic commercial aircraft, general aviation, and business helicopters.
Applications
Affordability Issues Results in greater efficiency at different points in the flight envelope.
Export Control CCL Cat 7D003.d.1-4, .e, 7E004.a.5 and .b.4-5; USML VIII(a); WA Cat 7.D.3.d.1-4 and .e,
References 7.E.4.a.5, .b.4 and .5; WA ML 10.a, 21.a and 22.a.
BACKGROUND
The shape of an airfoil can be viewed in different ways. First, there is the planform, which is looking at
its shape from above. Today’s aircraft come in various planforms—straight leading edge, swept (either
forward or backward), and the variant known as the delta wing (see Figure 1.1-6).
Figure 1.1-6. Aircraft Planforms

Another consideration in the planform is the addition of winglets at the wing tip (see Figure 1.1-7).
Their purpose is to reduce/eliminate tip vortices, which increase drag. Next, one can see different wing
shapes when looking from the wing tip toward the root (fuselage attachment point) of the wing. Airfoils
may have a twist to improve performance. An example of this is the rotor blade on a helicopter. Finally, the
cross section geometry of an airfoil may be variable in flight. When aileron, flaps, or slats (see Figure
1.1-8) are applied, the aerodynamic shape of the airfoil is effectively changed.
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Figure 1.1-7. A Boeing Jet with Winglets at the Tips of its Wings
Figure 1.1-8. Ailerons, Slats, and Flaps

Note for Figure 1.1-8: Slats are small aerodynamic surfaces on the leading edge of the wings of fixed-
wing aircraft which, when deployed, allow the wing to operate at a higher angle of attack. Flaps are hinged
surfaces on the trailing or leading edge of the wings of a fixed-wing aircraft which, when deployed,
increase the lift and drag of a wing. Ailerons are hinged control surfaces attached to the trailing edge of the
wing of a fixed-wing aircraft and are used to control the aircraft in roll. The two ailerons are interconnected
so that one goes down when the other goes up: the downgoing aileron increases the lift on its wing while
the upgoing aileron reduces the lift on the other wing, producing a rolling moment about the aircraft's
longitudinal axis.
Currently, most aircraft have a fixed cross section, and this fixed shape is a compromise between
operating at high and low speeds, with the priority given to one or the other based on the mission of the
aircraft. Fixed airfoils lead to either good cruise performance or good low-speed performance but usually
not both without some augmentation such as planform changes in flight or the action of control surfaces.
Today’s changes in geometry are mainly associated with being able to change the sweep of the wing in
flight. This is not a new approach. An early recorded attempt at such changes occurred in Germany in the
early 1940s. Generally, the development of the earliest variable sweep wings is attributed to Germany and
the UK. The current U.S. aircraft employing this technology is the B-1 (see Figure 1.1-9). Aircraft that used
this technology but are no longer in service are the F-111 and the F-14.
The Oblique Flying Wing (OFW) is another configuration that is intended to improve efficiency at
different speeds. In the OFW, the entire wing is able to be rotated about the thrust axis of its engine or
engines. At slower speeds the wing is at right angles to the thrust axis. When flying at supersonic speeds,
one side of the wing of the aircraft is swept forward and the other is swept back in an asymmetric
configuration. In conventional aircraft, the wings on each side of the fuselage are symmetrically swept.
Recent rotorcraft science and technology (S&T) has explored variable geometry rotor concepts and
technologies: smart actuators; piezo-electric devices; smart materials; adaptive/active flow controls; various
methods to modify actively the blade pitch, planform, chord; and varying the effective length of the rotor
blades. Application to the prop-rotors of a tilt-rotor (TR) or tilt-wing aircraft provides a means to improve
performance greatly in hover and forward flight and in physical footprint characteristics for shipboard
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operations. The current state of this technology, however, imposes weight and complexity penalties to
current rotorcraft designs.
Figure 1.1-9. B-1 with Wings Swept Forward
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MCTL DATA SHEET 1.1-2. NONCONVENTIONAL ROTOR SYSTEMS
Nonconventional rotor systems (as opposed to the standard helicopters that have rotors driven from a
central hub) are those that may employ tilt rotors, tilt wings, canard rotor wings, tip thrusters, or other
variations.
Critical Technology Hover and vertical takeoff and landing (VTOL) capabilities with fixed wing up-and-away
Parameter(s) speed, altitude, and range.
Speed: 275 mph (241 kts, 440 kmh)
Service ceiling: 25,000 ft. (7620 m)
Rate of climb: 2320 ft/min (707 m/min)
Vertical rate of climb: 1090 ft/min (332 m/min)
Ferry range: 2780 miles (4476 km, 2417 nm)
Maximum payload: 32 troops or 10,000 lbs (4536 kg)
(All CTP to be met.)
Critical Materials Composite rotor blade materials, smart structural materials, smart actuators, piezo-
electrics.
Unique Test, Digital air vehicle and control system dynamic computer models; CAD development
Production, software; pilot-in-the-loop simulators; ground and flight testing of prototype systems; CAD
Inspection tools for linking design parameters to vehicle dynamic models.
Equipment
Unique Software Algorithms and verified data containing actual design parameters (e.g., response, shape,
rates).
Major Commercial Subsonic commercial aircraft.
Applications
Affordability Issues Improve operating and logistical costs.
Export Control CCL Cat 7D003.d.1-4 and .e, 7E004.a.5, .b.4-5 and .c; USML VIII(a); WA Cat 7.D.3.d.1-4,
References .e, 7.E.4.a.5, .b.4-5 and .c; WA ML 10.a and .b, 21.a and 22.a.
BACKGROUND
Fixed-wing aircraft and rotorcraft are optimized for different flight regimes. Conventional rotary-wing
systems provide VTOL and hover capabilities that fixed-wing systems cannot achieve, but this ability
imposes limits on speed, altitude, and (often) range. Nonconventional rotor systems offer a compromise
solution that supports hovering and VTOL, while approaching the speed, altitude, and range associated
with fixed-wing systems.
In a Tilt Rotor (TR) system, the wing-mounted engines pivot 90 degrees, allowing the aircraft to take
off vertically and hover like a helicopter and, after transition, to fly horizontally like a fixed-wing aircraft.
TR technology, initially developed in 1972 as a joint National Aeronautics and Space Administration
(NASA)-Army project with Bell Helicopters, is now mature and in production in the Joint Service V-22
Program and commercial BA609 aircraft (see Figure 1.1-10).
Figure 1.1-10. TR Systems

CR/W technology (see Figure 1.1-11) is an alternative nonconventional rotorcraft technology that
allows an aircraft to use the same airfoil surface as both a rotary wing and a fixed wing. The wide-chord,
top-mounted rotor allows takeoff and landing performance similar to that of a helicopter. Tip thrusters,
powered by exhaust diverted from a fuselage-mounted turbofan jet, drive the rotor. Once airborne, the rotor
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is stopped and engine thrust is diverted rearward, and the CR/W aircraft now operates as a conventional
fixed-wing aircraft with three lifting surfaces: the rotor, the canards, and the tail. Boeing [through Defense
Advanced Research Projects Agency (DARPA) funding] was developing the X-50A Dragonfly (an
unmanned CR/W aerial vehicle) (see Figure 1.1-12). This technology demonstrator program was halted in
2006 because both test vehicles had crashed.
Figure 1.1-11. CR/W Technology
Figure 1.1-12. Boeing X-50 Dragonfly

Other nonconventional rotary-wing concepts are being improved upon or developed. These include
compound concepts such as the high-speed advancing blade concept (ABC) reverse velocity rotor (RVR),
the vectored thrust ducted propeller (VTDP), the optimum speed rotor (OSR), the slowed-rotor, and the
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tandem compound; heliplane and gyrolifter concepts; advanced TR and tilt-wing concepts such as the
optimum speed tilt-rotor (OSTR) and Quad Tilt-Rotor (QTR); and ducted fan concepts.
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1.2 AERONAUTICAL PROPULSION
Highlights
• Propulsion control technologies provide improved “get-home” capability.

• Improved compressors allow for higher efficiency engines.
• Combustor technologies provide greater performance and life.
• New treatments and techniques improve component life and reduce unscheduled
maintenance.
OVERVIEW
The gas turbine engine technologies in this section cover the compressor, combustor, and the turbine
(power takeoff) sections, component technologies and design and manufacturing technologies for
performance improvement.
In the past, propulsion control technologies have been labeled as Full Authority Digital Electronic
Control (FADEC). However, this term is now used for control systems in many commercial applications
such as locomotives, automobiles, and power plants and, as such, the technology is widely available. Yet,
there are some specific propulsion control technologies that are necessary to provide a military advantage.
In the compressor section, advanced aerodynamic concepts and tools allow for higher stage loadings
that result in smaller, more efficient engines for military use.
The compressor, combustor and the turbine sections are where the technologies employed provide the
performance requirements of the military engine. Military performance is related to the high temperatures
produced and the component technologies that can operate in the harsh military environment. The use of
advanced materials and construction techniques is key to achieving the desired results. High Temperature
Rise combustors provide the capability of optimizing fuel use during different power settings to improve
efficiency, reduce emissions, and allow shorter length. The metallurgical structure of the blades necessary
for proper performance at high temperatures and stresses is achieved through the manufacture of
directionally solidified (DS) and single-crystal (SC) components with internal cooling sections for the
turbine blades and the stationary vanes. (See MCTL Section 14, Materials and Processes Technology.)
BACKGROUND
In the military today, aeronautical propulsion is provided primarily by gas turbine engines. The
technology for a turbine engine was first patented by an Englishman named John Barber in 1791. Much
activity occurred in the field thereafter, but the attempts of the inventors and scientists to reduce the device
to practice were entirely unsuccessful. It was not until the 1940s that the gas turbine engine found its way
into use in aviation. The most significant application was the use of two turbine engines in a German
Messerschmitt fighter. Today, four basic types of gas turbine engines—the turbojet, turbofan, turboprop,
and turboshaft—are used in the military. They are all based on the turbojet, with the major differences
being how the power is taken to propel the aircraft.
Figure 1.2-1 shows a simplified diagram of a turbojet engine. The basic parts consist of an air intake
section, followed by an axial (and/or a centrifugal) compressor where the air is compressed for introduction
into the combustor. Here, the fuel is added, the mixture burned and the resulting gases are passed through a
turbine (which powers the compressor) and then through a nozzle, and thrust is produced. The amount of
thrust produced by the engine is a function of the amount of compression of the incoming air and the
temperature to which the gases are heated in the combustion process.
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Figure 1.2-1. Turbojet Engine
As a generalization, the amount of power that a gas turbine engine can produce is related to the
temperature of the gases impinging on the turbine, which is known as the turbine inlet temperature. The
limiting factors include the ability of the turbine to withstand the heat for an extended period of time in
order to be a viable power plant. The technologies involved with achieving this capability are related to the
ability to produce materials that can withstand the heat and the methods employed to cool the turbine
blades and vanes. Most gas turbine engines today operate in the 2,500 to 2,700 °F (1,370 °C to 1,480 °C,
1,643 K to 1,753 K) turbine inlet temperature range.
To boost power for short durations, an afterburner (see Figure 1.2-2) can be used. The afterburner
injects fuel into the high-velocity hot gases after the turbine and additional combustion takes places using
the oxygen not consumed in the main combustor.
Figure 1.2-2. The Afterburner

The gas turbine engine is also used to power propeller-driven aircraft. The main reason is that a gas
turbine engine is much lighter than a reciprocating engine of equal power. Figure 1.2-3 shows a simplified
diagram of a turboprop engine. It is similar to the turbojet except that it has an additional turbine to drive
the propeller and does not employ an afterburner. The additional turbine is often mounted on a coaxial shaft
with the compressor turbine. Engine design is such that most of the power takeoff is at the turbines, and
only a small amount of the engine total thrust is caused by the nozzle.
The turbofan engine (see Figure 1.2-4), used in most large aircraft today, was originally called the
bypass turbojet. It consists of an axially mounted ducted fan which is powered by the turbine and delivers a
large amount of the thrust. These engines are more efficient than the turbojet and operate quieter.
The turboshaft engine (see Figure 1.2-5) is a form of gas turbine that is optimized to produce shaft
power, rather than jet thrust. Rather than powering a propeller, the energy is put into a gearbox or
transmission to power other devices, such as the rotor of a helicopter. In principle, a turboshaft engine is
MCTL-1-16
similar to a turbojet, except the former features additional turbine expansion to extract heat energy from the
exhaust and convert it into output shaft power.
Figures 1.2-3. Turboprop Engine
Figure 1.2-4. Turbofan Engine
Figure 1.2-5. Turboshaft Engine

Gas turbine engines are in widespread use today on fixed- and rotary-wing aircraft for military and
commercial applications. The applications of basic turbine engine technology are so widespread that it
MCTL-1-17
includes most developing nations. However, the technologies described herein are those that set the United
States’ and allied militaries’ aircraft engine capabilities apart from the rest.
MCTL-1-18
1.2 AERONAUTICAL PROPULSION
1.2-1 Propulsion Control Technology

1.2-2 High-Efficiency and Loading Compressor
1.2-3 High-Temperature Combustor Domes and Liners
1.2-4 High Temperature Rise Combustors
1.2-5 High-Temperature, Cooled Turbine Components
1.2-6 Integrally Bladed Disk (IBD) Repair

Additions: None.
Deletions/moves:
Data Sheet 1.2-6, Directionally Solidified (DS) and Single Crystal (SC) Turbine Blades, Vanes, and
Tip Shrouds—moved to MCTL Section 14, Materials and Processing Technology.
Data Sheet 1.2-7, Powder Metallurgy (PM) Rotating Components—moved to MCTL Section 14,
Materials and Processing Technology.
Data Sheet 1.2-8, Ultra-thin Nickel Based Structural Casting—moved to MCTL Section 14, Materials
and Processing Technology.
Data Sheet 1.2-9, Surface Treatments for Improved Foreign Object (FOD) Damage—removed from
MCTL.
Changes to Existing Data Sheets:
1.2-1 - Extensive rewrite.
1.2-2 - Extensive rewrite.
1.2-3 - Minor changes.
1.2-4 - Renamed to High Temperature Rise Combustors—minor changes.
1.2-5 - Revised to include parameters from DSTL Data Sheet “Higher Blade-Cooling Effectiveness”.
1.2-6 - Renumbered from 1.2-10.
MCTL-1-19
MCTL DATA SHEET 1.2-1. PROPULSION CONTROL TECHNOLOGY
Propulsion control technology includes control of all critical gas turbine engine functions to include
diagnostics/prognostics.
Critical Technology Propulsion system controls elements (fluidic, mechanical, analog and digital electronics
Parameter(s) including software and control algorithms) which enable the following specific propulsion
system functions critical to superior military aviation capabilities: integrated propulsion
system flow path control (i.e., incorporating inlet and exhaust as well as the propulsion
engine) for sustained supersonic cruise, extraordinary handling and agility and jet borne
vertical takeoff and landing:
• integrated aircraft and propulsion system control for the same purposes as
the preceding item (total aircraft control approach);
• control system algorithms that specifically enable afterburner control or
carrier-based operation;
• engine health algorithms implemented in airborne software that detect and
isolate engine battle damage, the results of which are used by the algorithms
that control fuel and engine geometries;
• algorithms implemented in software that enable high altitude/high power
extraction at altitudes greater than 50,000 feet;
• anti-jamming and anti-spoofing techniques that are employed on the military
applications;
• Military FADEC components and accessories that are designed to withstand
nuclear event detection or withstand maximum ambient temperatures of over
300 °F (149 °C, 422 K) without supplemental cooling.
(One or more of the CTP must be met.)

Critical Materials Specific materials and packaging incorporated into FADEC components that allow them to
withstand maximum ambient temperatures of over 300 °F and meeting radiation hardness
requirements.
Unique Test, Simulations that embody the algorithms defined above and unique software.
Production,
Inspection
Equipment
Unique Software Software, which is integral to achieving the critical technologies listed above. Control
algorithms implemented in software that are used for controlling fuel and engine geometries
for engines used on military specific (subsonic and supersonic) aircraft or engines with
afterburners or thrust vectoring including specific adaptations to commonly used techniques
such as dynamic inversion and model predictive control; Anti-tampering control software;
Engine health algorithms implemented in software that detect and isolate engine damage
due to military operations, accommodation and reconfiguration the results of which are
used by the algorithms that control fuel and engine geometries; Algorithms implemented in
software and unique devices for active combustion control unique to afterburners;
Algorithms implemented in software and unique devices which enable direct active tip
clearance control. Unique military application software that cannot be applicable from one
application to another. Integrated engine and flight control software for vertical lift
applications and integrated thermal and power management software for high horsepower
extraction above 50,000 feet. Advanced sensors/algorithms used to recover performance
after occurrence of damage due to military operation.
Major Commercial The Concorde has (had) supersonic capability. Other developmental commercial
Applications applications such as the High Speed Civil Transport have also used supersonic technology.
Affordability Issues Provides speed and maneuverability, while improving reliability and maintainability; ability to
accurately diagnose and troubleshoot engine problems. Improves get-home capability.
Export Control CCL Cat 9A001, 9B002, 9D003, 9E003.a.9 and .10; USML VIII(b); WA Cat 9.A.1, B.2, D.3,
References E.3.a.9 and .10; WA ML 10.d, 21 and 22.a.
MCTL-1-21
BACKGROUND
This technology has been referred to, in the past, as Full Authority Digital Engine Control (FADEC),
however, that is no longer totally appropriate. The particular boxes within which each of the control or
diagnostics functions resides is an architectural decision often unrelated to the distinction between control
and diagnostics, per se. The division between control and diagnostics will be more blurred in the future, as
diagnostic results are used by various types of control optimization functions, load distribution functions,
etc., to maximize asset utilization. As an example, the “FADEC” in aircraft such as the F22 and V22
provide control of the propulsion system; however, they do not perform engine diagnostics. Separate units
currently perform these functions and communicate with the FADEC. In the future, FADEC as we know it
today will be possibly be replaced with a Distributed Control System (DCS). The objective is to create
control elements that perform discrete functions within the context of the overall system. Each functional
element interfaces to the larger system via a well-defined interface specification which isolates the function
and the larger system from changes in each other. The exact hardware implementation of the functional
element or the system is irrelevant as long as the interface specification is maintained. All functions of
FADEC will be distributed throughout propulsion with smart nodes, smart actuators and sensors.
Military gas turbine and combined cycle engine controls typically use commercial electronics and
control algorithms implemented in software which are very similar to those used on other commercial and
industrial applications such as in automobiles, locomotives, and power plants. Redundancy schemes are
sometimes used to increase reliability. However, the ability to control afterburners, the vectoring of thrust
in conjunction with the flight control system, and supersonic thrust is generally unique to military
applications. In addition, the ability to detect and isolate engine battle damage and adjust the propulsion
control accordingly is a unique military requirement. Commercial aircraft typically are not designed to fly
above 50,000 feet. Out-of-sight control of propulsion systems is a technology required for unmanned aerial
vehicles.
MCTL-1-22
MCTL DATA SHEET 1.2-2. HIGH-EFFICIENCY AND LOADING
COMPRESSOR
High-efficiency and loading compressors are turbine compressors with pressure rises and efficiencies
as shown in the table.
Critical Technology High polytropic efficiency (~ 90%) multistage axial compressors with pressure rise per
Parameter(s) stage of > 1.5 or a single stage over 1.8 pressure rise and 90% polytropic efficiency. High
polytropic efficiency (~ 88%) efficiency single stage centrifugal compressors with stage
work of greater than 90 BTUs/lb. Detailed test data sets (extensive flowpath temperatures,
pressures, etc.) suitable for validation of CFD codes above these critical performance
parameter levels. (All CTP to be met.)
Critical Materials None identified.
Unique Test, None identified.
Production,
Inspection
Equipment
Unique Software Validated (accompanied by test data) steady and unsteady computational fluid dynamics
(CFD) codes.
Major Commercial Technology is similar to commercial transport engines.
Applications
Affordability Issues Not an issue.
Export Control CCL Cat 9A001, 9B002, 9D001, 9D002, 9D004, 9E003.a; USML VIII(b); WA Cat 9A.1, B.2,
References D.1, .2 and .4, E.3.a; WA ML 10.d, 21.a and 22.a.
BACKGROUND
Compression system loading (pressure ratio or work) and efficiency are key drivers in the overall
weight and performance of a gas turbine engine. For axial flow compressors, the pressure ratio (Pr ) per
stage is calculated from the formula: Stage Pr = (overall Pr ) (1/no. stages). For centrifugal compressors, which
are often buried behind a number of axial or centrifugal stages, work is a better indicator of loading per the
following formula:
Stage Work = [Cp *Tstage inlet *((Pstage exit / Pstage inlet )‫ﻻ‬-1 /‫ ﻻ‬-1)] / ηadiabatic,stage,
where Cp is specific heat capacity at constant pressure; T is temperature in degrees Rankin; P is pressure; ‫ﻻ‬
(gamma) = Cp /Cv (Cv = specific heat capacity at constant volume); and η = efficiency. Stage work is in
BTU/lb.
High loading capability reduces the number of turbomachinery stages required for a given cycle
pressure ratio thus directly impacting the length, weight, parts count, and cost of the engine. Compressor
efficiency directly impacts both the turbine inlet temperature and the turbine cooling air temperature thus
affecting the engine durability and overall efficiency.
MCTL-1-23
MCTL DATA SHEET 1.2-3. HIGH-TEMPERATURE COMBUSTOR DOMES
AND LINERS
High-temperature combustor domes and liners enable the engines to operate at the high temperatures
that must be sustained for military engines.
Critical Technology Combustor dome and liners operating at average wall temperatures exceeding 1,800 ºF
Parameter(s) (982 ºC) (1,255 K).
Critical Materials SC nickel alloys, silicon carbide fibers, carbon fibers. Also, see MCTL 14.2-2 Thermal
Barrier Coatings.
Unique Test, Production equipment for producing cooled metallic and nonmetallic, high-temperature wall
Production, material.
Inspection
Equipment
Unique Software Validated heat transfer analysis codes for cooled components.
Major Commercial All commercial gas turbine applications (land-based, marine, and aero).
Applications
Affordability Issues None identified.
Export Control CCL Cat 9A001, 9B002, 9D004.b and .g, 9E001, 9E003.a.2 and .3; USML VIII(b); WA Cat
References 9.A.1, 9.B.2, 9.D.4.b and .g, 9.E.1, 9.E.3.a.2 and .3; WA ML 10.d, 21.a and 22.a.
BACKGROUND
The combustor flow path of advanced gas turbine engines operates at gas temperatures beyond the
melting points of the materials used in the manufacture of combustor liners (walls). These parts must be
cooled with high-pressure air bled from the compressor. Using air for cooling rather than burning fuel and
generating thrust is a debit to the overall engine efficiency and engine exhaust emissions. The amount of air
used for combustor liner cooling has to be minimized through the use of advanced cooling methods,
advanced materials, and coatings.
MCTL-1-24
MCTL DATA SHEET 1.2-4. HIGH TEMPERATURE RISE COMBUSTORS
High temperature rise combustors are combustors with the capability to operate at wider high and low
power operational conditions with high efficiencies.
Critical Technology Combustors operating at average burner outlet temperatures exceeding 2,800 °F (1,538
Parameter(s) °C, 1,811 K).
Production,
Inspection
Equipment
Unique Software Design software for time accurate combustion and injection modeling.
Major Commercial Commercial aero, marine, and land-based engines.
Applications
Affordability Issues Not an affordability issue.
Export Control CCL Cat 9A001, 9B002, 9D004.b and .g, 9E001, 9E003.a.2 and .3; USML VIII(b); WA Cat
References 9.A.1, 9.B.2, 9.D.4.b and .g, 9.E.1, 9.E.3.a.2 and .3; WA ML 10.d, 21.a and 22.a.
BACKGROUND
High-performance turbine engines require large gas temperature increases, provided by the combustor,
between the compression system exit and the turbine section inlet. To reduce the length and weight of the
engine, this combustion process must be completed in a short length. The exit gas temperature profiles also
need to be relatively uniform for improved turbine aerodynamic efficiency, reduced cooling flow
requirements, and acceptable component life. The combustor operation is also a prime factor in the
generation of pollutant emissions that impact both environmental quality and the visibility of the aircraft.
High temperature rise combustors can operate with high fuel and air loadings and can employ different fuel
injection schemes to improve efficiency at various power settings and also reduce harmful exhaust
emissions.
MCTL-1-25
MCTL DATA SHEET 1.2-5. HIGH-TEMPERATURE, COOLED TURBINE
COMPONENTS
High-temperature, cooled turbine components allow an engine hot section to operate at higher
temperatures for maximum efficiency.
Critical Technology Turbine vanes, blades, and tip shrouds in gas path temperature (bulk average)
Parameter(s) environments exceeding 2,650 °F (1,454 °C, 1,727 K) and blade-cooling effectiveness
greater than .65 and cooling (heat load) parameter less than 2 (see definitions below). (All
CTP to be met.)
Definitions of Critical Technology Parameter terms:
Cooling effectiveness = (Tg-Tm)/(Tg-Tc)
Heat load parameter = (Wc Cp)/(Ag Hg)
Tg = Gas Temperature
Tc = Coolant Temperature
Tm = bulk average metal temperature
Wc = Coolant mass flow
Cp = Specific heat for coolant
Ag = Area of gas side blade
Hg = Gas side heat transfer coefficient
Critical Materials High-temperature, nickel-based superalloys cast as actively cooled components; oxidation-
and corrosion-resistant coatings and ceramic thermal barrier coatings.
Unique Test, Production equipment for producing intricate cast hollow airfoils as SCs and for drilling long,
Production, small-diameter cooling holes.
Inspection
Equipment
Unique Software Validated heat transfer analysis codes for cooled components.
Major Commercial All commercial gas turbine applications—ground and air.
Applications
Export Control CCL Cat 9A001, 9B002, 9D004.b, .c, .d and .f, 9E003.a.1, .3, .5 and .c; USML VIII(b); WA
References Cat 9.A.1, 9.B.2, 9.D.4.b, .c, .d and .f, 9.E.3.a.1, .3 and .5; WA ML 10.d, 21.a and 22.a.
BACKGROUND
The hot section flowpaths of advanced gas turbine engines operate at gas temperatures beyond the
melting points of the materials used in the manufacture the turbine components. Design features, such as
holes, impingement, or passages, perform active cooling of these parts. However, using bleed air for
cooling rather than burning fuel and generating thrust is a debit to the overall engine efficiency. Thus,
minimizing the amount of air used for turbine airfoil cooling by using advanced materials, coatings, and
cooling configurations is important.
MCTL-1-26
MCTL DATA SHEET 1.2-6. INTEGRALLY BLADED DISK (IBD) REPAIR
This includes the techniques needed to make minor repair to IBDs on aircraft and those required to
make major repairs at an overhaul facility.
Critical Technology Repair procedures for IBDs that return the component to at least the next scheduled
Parameter(s) maintenance interval.
Critical Materials Titanium and nickel-based alloys.
Unique Test, Special machinery to align the parts and create the environment for an acceptable bond;
Production, vibrometers.
Inspection
Equipment
Unique Software Unique software that is used to validate a repaired IBD to be structurally acceptable.
Major Commercial Civil engines.
Applications
Affordability Issues Reduced sustainment costs of turbomachinery using IBDs.
Export Control CCL Cat 9A001, 9B001, 9B991.a, 9D002 and 9E003.a.3; USML VIII(b); WA Cat 9.A.1,
References 9.B.1, 9.D.2 and 9.E.3.a.3; WA ML 10.d, 21.a and 22.a.
BACKGROUND
Modern military turbine engines use IBDs in the fan and compressor sections. These IBDs may also be
called bladed disks (blisks) or integrally bladed rotors. An IBD is a specialized, one-piece bladed disk
where the blades (airfoils) are either bonded to the rotor disk or the blades and disk are fabricated out of the
same forging. IBDs are desirable because they reduce the concern of crack initiation and propagation
associated with the current “dovetail” or “Christmas tree” attachment methods.
Currently, IBD repair techniques are limited to blending to remove airfoil damage sustained during
service or even during manufacture. Blending is the filing (smoothing) of a fan blade’s leading edge within
tolerable limits. It may be done on the aircraft.
However, since the IBD is a one-piece bladed disk, if the blade damage is beyond blend limits, the
component cannot be repaired by simply removing damaged blades from the disk and replacing them with
undamaged blades (as in the “dovetail” method of attachment). Therefore, efforts are underway to develop
repair technologies for IBDs using techniques such as electron beam welding, gas tungsten arc welding,
and plasma powder deposition to restore the damaged blade material structure. Also, linear friction welding
methods for full blade replacement are being addressed. In addition, technologies are needed to evaluate the
quality of this repair. There are inspection technologies and procedures, in development, to ensure that the
repaired IBD and the in-service IBDs conform geometrically and dynamically (structural mistuning) to
design specifications. Nondestructive inspection (NDI) techniques are also necessary to validate the quality
of the repaired IBDs successfully.
MCTL-1-27
1.3 AERONAUTICAL ENABLING AND SUPPORT TECHNOLOGIES
Highlights
• EM hardening of critical components could determine the outcome of a confrontation.

• Helmet-mounted display (HMD) systems allow the operators to receive visually critical
flight/weapons/target information and actuate sensors and weapons information without
having to look at cockpit panel instrumentation or otherwise remove their vision from the
mission objective.
OVERVIEW
This section covers some diverse technologies used in air vehicle subsystems and components. The
only relationship between the two technologies defined here is that the first is embodied in the second.
First, the section covers the hardening of electronic subsystems and components to withstand the effects of
continuous and/or pulsed radiation from enemy sources and from friendly forces and nonmilitary sources.
Next, it covers the technologies found in HMDs which allow for much greater effectiveness in acquiring
and putting lethal force on an enemy combatant.
Aircraft subsystems typically amount to about 10 percent of a fighter aircraft’s empty weight and
acquisition cost but cause more than 40 percent of aircraft equipment failures and downtime for repairs.
This adds to the logistics requirement for maintenance and repair of mission equipment.
BACKGROUND
Electrical and electronic equipment in aircraft have always been vulnerable to performance
degradation or complete failure caused by outside EM radiation. As technology has enabled more
sophisticated systems, this vulnerability has been a great concern. Today, many functions of propulsion,
flight control, and mission equipment are automatically controlled by digital processors. Their proper
operation can be altered—or even ended—by external EM forces. Therefore, critical subsystems and
components are shielded from such forces or designed with parts and materials that are not susceptible to
such radiation.
In the past, pilots were often required to steer or point their aircraft at a potential target to acquire it. As
weapons became more sophisticated and were capable of being gimbaled, it became apparent that a pilot or
weapons crewmember would be better served if he could control the weapon and, at the same time, see the
other information he required without having to move his head or eyes to the aircraft instrument panel.
Thus, the HMD system was developed. This system allows a pilot/crew member to acquire a target, train
weapons on it, and still have all the information he needed right in front of him.
MCTL-1-29
1.3 AERONAUTICAL ENABLING AND SUPPORT TECHNOLOGIES
1.3-1 Electromagnetic (EM) Radiation Hardening Technologies

1.3-2 Pilots/Flight Crew Helmet Mounted Displays (HMDs)
1. Data Sheet 1.3-1, Electromagnetic (EM) Radiation Hardening Technologies.

2. Data Sheet 1.3-2, Pilots/Flight Crew Helmet Mounted Displays (HMDs.
MCTL-1-31
MCTL DATA SHEET 1.3-1. ELECTROMAGNETIC (EM) RADIATION
HARDENING TECHNOLOGIES
EM radiation hardening is any action taken to protect personnel, facilities, and/or equipment by
filtering, attenuating, grounding, bonding, and/or shielding against undesirable effects of EM energy.
Critical Technology Hardened against box-level intensities > 225 V/m.
Parameter(s)
Unique Test, Anechoic chambers; reverberation chambers; high-power, wide band radio frequency (RF)
Production, sources.
Inspection
Equipment
Unique Software Algorithms, CAD/CAE (computer-aided engineering) tools; source code; automatic
verification and validation tools containing actual design values for detection of multiple,
correlated soft faults in FCS computers for military application.
Major Commercial Commercial aircraft to guard against in flight failures of essential electrical equipment.
Applications
Affordability Issues Not an affordability issue.
Export Control CCL Cat 3A001.a.1, 3E001, 4A001.a.2, 4D001.a, 4E001.a, 5A001.a.1 and .2, 5D001.a, .b
References and .c, 5E001.a; USML VIII(a); WA Cat 3.A.1.a.1, 3.E.1, 4.A.1.a.2, 4.D.1.a, 4.E.1.a,
5.A.1.a.1 and .2, 5.D.1.a, .b and .c, 5.E.1.a; WA ML 11, 21 and 22.
BACKGROUND
The aircraft mission and essential flight equipment of today’s advanced fighting forces rely
increasingly upon electrical and electronic circuitry. Yet, these systems can be vulnerable and subject to
decreased effectiveness and/or total failure because of interference by EM radiation. Examples of sources
of such radiation may be nuclear EM pulse, radar, high-frequency (HF) broadcast, high-power microwave
(HPM), and lightning. Such radiation can be in a continuous form as that produced by a myriad of
transmitters (civilian or military) in many frequency ranges or in pulse form, as that which might be
transmitted by a nuclear blast. A single charged particle can cause electronic noise, spikes, and incorrect
digital output by knocking electrons loose in unprotected circuitry.
Protection can be accomplished by EM shielding and system and component design.
MCTL-1-33
MCTL DATA SHEET 1.3-2. PILOTS/FLIGHT CREW HELMET MOUNTED
DISPLAYS (HMDS)
Vehicle and mission information is presented to the pilot/crew through the helmet, which allows
performance without having to look at an instrument panel.
Critical Technology Light weight (1–2 lbs), high-resolution, high-definition television (HDTV) and/or eXtended
Parameter(s) Graphics Array (XGA) and better, 16-/24-/32-bit color; field of view (FOV) of 100° × 40°. (All
CTP to be met.)
Unique Test, Simulators to validate performance to ensure operator effectiveness.
Production,
Inspection
Equipment
Unique Software 3-D audio; speech recognition, head and eye tracking.
Major Commercial 3-D audio (commercial pilots); speech recognition.
Applications
Export Control CCL Cat 7D003.d.7 and 7E004.a.3; USML XXI(a); WA Cat 7.D.3.d.7 and 7.E.4.a.3; WA ML
References 11.a, 21.a and 22.a.
BACKGROUND
In the not too distant past, a combat crew member had to advise a pilot of the necessary maneuvers to
align his aircraft to shoot at a target, or, in a single-seat vehicle, the pilot had to do this for both air-to-air
and air-to ground targets. Many current weaponry and sensory systems no longer require that the vehicle be
maneuvered so that it is pointed directly at the intended target. Instead, only their sensors, often gimbal
mounted or steerable, must be pointed at the target. Newer weapons and sensors now incorporate high off-
boresight capabilities, meaning that they can be pointed much further off-the-nose, allowing them to “see”
targets at much greater angles. In multicrew aircraft, this advantage greatly reduces the communications
necessary to tell the pilot the target’s location and, in all cases, greatly reduces workload by allowing the
crewmember to “look” and “shoot.” Once the target has been located, the weapon/sensor automatically
points to the same location, acquires the target, locks on, and can be released.
Helmet-mounted technologies have some uniquely military applications, allowing an operator to steer
sensors to engage targets by using head position without having to look inside the cockpit. This head
tracking feature is used to control weapons systems and laser designators in some helicopter
applications.The inclusion of a 3-D audio system provides the capability to position sounds all around a
listener. The sounds are actually created by the loudspeakers (or headphones), but the listener’s perception
is that the sounds come from points in space that can be correlated with a “talker’s” position or some other
meaningful location. For example, transmissions from command posts are always “positioned” directly in
front of the listener, while threats are “positioned” at their real location with respect to the listener.
Generally, conventional stereo systems cannot position sounds with the flexibility, accuracy, and range
of locations (behind, below, above, and so forth) that a 3-D audio system can.
MCTL-1-34
1.4 AERONAUTICAL VEHICLE CONTROL
Highlights
• Sensors detect lifting surface deformation in-flight, allowing automatic action to reduce
vibration.
• Electric actuators reduce aircraft weight, complexity, and logistic support.
• Rotor state feedback provides the means to reduce vibrations and acoustic signature of
helicopters.
• Helicopter noise and vibration control improves performance and reduces unwanted
signatures.
• Advanced Air Data Systems (AADS) improve vehicle operating envelope and reduce radar
signature.
OVERVIEW
This section covers those technologies that relate to the control of an air vehicle. The technologies
apply to all types of air vehicles (fixed-wing and rotary-wing) and all types of missiles regardless of the
means of propulsion. Specifically found in this section are technologies that relate to improving the flying
qualities of both sound air vehicles and those that have sustained some damage (e.g., hostile or nonhostile
origin). Further, the removal of heavy and complex hydraulic and pneumatic actuation systems with FBW
electric actuators is discussed. A helicopter area of interest is the ability to sense the dynamic conditions of
rotor blades in flight and be able to effect changes digitally, which will reduce vibrations and the acoustic
signatures. AADS provides the necessary information for flight control over greater angles of attack
without the use of pitot tubes. It further reduces signature attributed to protruding sensors.
BACKGROUND
FCSs, including FBW and fly-by-light (FBL), are composed of sensors, computers, actuators, and the
other system components dictated by the architecture, methodologies, and algorithms required by the air
vehicle (manned aircraft, UA, or cruise missile) to perform its intended missions. Similar control systems
are used in ground, sea, and space vehicle missions and function to control the vehicle, including agility
and steering, to achieve the desired flight path (e.g., weapon launch windows). The FCS also prevents
undesirable aircraft and missile motions or structural loads by autonomously processing outputs from
multiple sensors and then providing necessary preventive and responsive commands to affect automatic
control. Flight path optimization is an FCS procedure that minimizes deviations from a four-dimensional
(4-D) (space and time) desired trajectory based on maximizing performance or effectiveness for mission
tasks. Particularly important are evolving adaptive control techniques for integrated control and signature
control. Control actuators transform control logic into vehicle responses. New technologies are required to
reduce power and logistic support further. Electric actuators are used in small civil aircraft, UA, and
missiles. They replace conventional hydraulic, pneumatic, and mechanical drive systems in larger, high-
performance civil and military fixed-and rotary-wing aircraft.
MCTL-1-35
1.4 AERONAUTICAL VEHICLE CONTROL
1.4-1 Active Aeroelastic Flight Control

1.4-2 Electric Actuators
1.4-3 Rotor State Feedback (RSF)
1.4-4 Helicopter Active Control
1.4-5 Advanced Air Data Systems (AADS)

Deletions/moves:
Data Sheet 1.4-3, Adaptive Flight Control Systems—deleted. Unable to provide a critical technology
parameter to separate military from commercial applications.
Changes to Existing Data Sheets:
1.4-1, Active Aeroelastic Flight Control.
1.4-2, Electric Actuators—changes to Critical Technology Parameter and Rationale.
1.4-3, Rotor State Feedback (RSF)—edited text for clarification.
1.4-4, Helicopter Active Control—data sheet added.
1.4-5, Advanced Air Data Systems (AADS)—data sheet added.
MCTL-1-37
MCTL DATA SHEET 1.4-1. ACTIVE AEROELASTIC FLIGHT CONTROL
Active aeroelastic flight control actively counters lifting surface deformation using a digital control
system.
Critical Technology Reduction in pilot fatigue caused by structural oscillations; minimize flutter for aeroelasticity-
Parameter(s) induced airspeed limits; 50% increase in structural fatigue life; extending the flight envelope
by addressing the flutter suppression or aero-servo-elastic (ASE) instabilities. (One or more
of the CTP must be met.)
Unique Test, Air vehicle rigid, flexible, and control system dynamic computer models; multidisciplinary
Production, design optimization (MDO) development software; pilot-in-the-loop simulators; ground and
Inspection flight testing of prototype systems; MDO tools for linking design parameters and flexible
Equipment vehicle dynamics.
Unique Software Algorithms and verified data containing actual design parameters (e.g., gains, time
constants, limits) for military applications; automatic verification and validation tools.
Major Commercial Commercial aircraft and rotorcraft.
Applications
Affordability Issues Poor ASE modeling requires expensive flight testing.
Export Control CCL Cat 7D003.d.1, .2, .4 and .e, 7E004.a.6 and .b; USML VIII(a); WA Cat 7.D.3.d.1, .2, .4
References and .e, 7.E.4.a.6 and .b; WA ML 11.a, 21.a and 22.a.
BACKGROUND
Structural design of aircraft lifting surfaces is based, in part, on tradeoffs between weight and
flexibility. Minimizing the structural weight may result in a design that will allow for undesirable
deformation of flight surfaces under load. This deformation may change the distribution of the lift on the
surface, which, in turn, changes the deformation. This constant changing can result in a wing flutter, which
may lead to destruction of the surface. Thus, aircraft must be designed to be flutter free in all points in its
envelope of operation.
The traditional method to ensure this state of flutter-free operation has been to add structure (with its
attendant weight penalty) to reduce the deformation—a passive approach. The concept of the technology
considered herein is to use existing control surfaces to counter the deformation—an active approach. Active
control is an evolutionary step for better vehicle control made possible by a digital control system.
ASE stability considerations in the FCS are required to address the structural aeroelastic modes (within
the bandwidth of the FCS), including those caused by the coupling from the actuators, sensors, and system
interaction. As the requirements to increase the FCS bandwidth intensify, the demand on this technology
also intensifies. Better understanding and modeling of complex coupled systems are required, and MDO is
required to develop active FCSs.
MCTL-1-39
MCTL DATA SHEET 1.4-2. ELECTRIC ACTUATORS
Electric actuators (in lieu of hydraulic or pneumatic) to power the motion of control surfaces and other
movable surfaces.
Critical Technology Output power > 4 hp
Parameter(s) Rate > 100 deg/s at zero load
Acceleration; Linear: > 100 in./sec/sec
Angular: 300–600 deg/sec/sec
Bandwidth > 4 Hz.
Electric Actuation must combine power, rate, acceleration, bandwidth, reliability, fail safe,
health management/monitoring, and fault tolerance to meet the requirements of the military
aircraft.
(All CTP to be met.)
Critical Materials Materials that have low (minimal) thermal expansion over the operating temperature range.
Rare earth magnetic materials.
Unique Test, Digital air vehicle and control system dynamic computer models; ground and flight testing of
Production, prototype systems; precision machining of key components.
Inspection
Equipment
Unique Software Algorithms and verified data containing actual design parameters (e.g., power switching
logic, gains, time constants); CAD tools for developing power controllers.
Major Commercial Commercial and private fixed- and rotary-wing aircraft.
Applications
Affordability Issues Reduced logistics costs (e.g., eliminates hydraulic fluids and ground support equipment).
Export Control CCL Cat 7D003.d.1, .2, .4 and .e, 7E004.a.5; USML VIII(a); WA Cat 7.D.3.d.1, .2, .4 and .e,
References 7.E.4.a.5; WA ML 10.a, 21.a and 22.a.
BACKGROUND
Aircraft control surfaces are of two types: those that can be activated slowly (e.g., slats and flaps) and
those that need a rapid response (e.g., ailerons, trim surfaces and speed brakes). In the past, the movement
of control surfaces that require a rapid position change has been done by using hydraulically powered
actuators. The driver, of course, was the requirement for rapid response to operator/pilot input and the force
required, which could not be accomplished properly by either direct mechanical linkage or electrically
powered screw jacks. However, using hydraulics results in: (1) actuator systems that are heavy because of
the design requirements to operate at 3,000 psi; and, (2) the need for a fluid system that includes pumps,
reservoirs, check valves, and, often, accumulators. All this not only adds weight, but the fluids are often
flammable and corrosive.
The use of electric actuators for control functions applies to both fixed- and rotary-wing aircraft.
However, there are other applications for which the system complexity and weight benefits provide
adequate justification; examples weapons, sensors, and cargo doors.
In the rotary-wing domain, investigations are being made into the use of smart metal alloys that
display shape memory effect (SME), in which a component’s shape can be altered by the application of an
electrical charge. The application of another electrical charge would bring it back to its original state. These
may be called “smart actuators.”
MCTL-1-40
MCTL DATA SHEET 1.4-3. ROTOR STATE FEEDBACK (RSF)
RSF reduces noise and vibration through on-board sensing and control.
Critical Technology Increase Flight Control System (FCS) bandwidth by approximately 100 Hz: reduce cross-
Parameter(s) axis coupling, improve gust rejection, and reduce noise by 10 dB. (All CTP to be met.)
Production,
Inspection
Equipment
Unique Software Advanced estimation, filtering, and prediction algorithms used in conjunction with RSF
provide flight control quality rotor state information.
Major Commercial Commercial rotorcraft.
Applications
Affordability Issues Improved fatigue life.
BACKGROUND
Generally, rotorcrafts are noisy and have high cabin vibration and high oscillatory structural loads.
Experiments have shown that FCSs that actively control individual rotor blades can effect a reduction in
noise, vibration, and component fatigue loads. These control laws use high-bandwidth RSF to improve
control response bandwidth without reducing maneuverability or destabilizing rotor dynamics. The
decrease in noise can reduce detectability and reduce noise pollution over populated areas. Reduced
vibration provides smoother flight and improved platform pointing accuracy. The reduced oscillatory loads
will also improve fatigue life.
An example of RSF is the ongoing development of infrared (IR) sensor systems for real-time detection
of accretion of ice on helicopter rotor blades. By providing early warnings of icing conditions, these
systems would enable pilots to activate deicing equipment or take other corrective action to avoid the
severe hazards posed by icing (see Figure 1.4-1).
RSF provides for improved rotorcraft maneuvering and increased stabilization.
Figure 1.4-1. RSF: An IR Sensor System
MCTL-1-41
MCTL DATA SHEET 1.4-4. HELICOPTER ACTIVE CONTROL
Helicopter active control allows more precise control and performance description of the vehicle.
Critical Technology A 60-percent improvement in weapons-pointing accuracy; a 50% increase in agility and
Parameter(s) maneuverability; a 30% reduction in flight control system flight test development time. (One
or more of the CTP must be met.)
Production,
Inspection
Equipment
Unique Software Integration architecture; validation and verification software. Advanced estimation and
predictive algorithms.
Major Commercial Commercial rotorcraft.
Applications
Affordability Issues Reduction in major accident rate. Improved performance.
BACKGROUND
A significant portion of helicopter pilot’s workload is maintaining the helicopter within its flight
envelope and vehicle limits. The pilot must remember, and monitor, not only each aircraft’s performance
limits (airspeed, acceleration, etc.), but also each aircraft’s specific parameter limits (torque, rotor speed,
etc.). Helicopter Active Control alleviates most of this effort with envelope cueing, by enabling the
helicopter to monitor and predict its limits in real time and cue the pilot when any limit is approached
and/or achieved. This significantly alleviates much of the monitoring workload (of aircraft specific
parameters and limits) and allows the pilot to concentrate on the mission rather than flying the aircraft.
Envelope cueing should allow the pilot to fly the aircraft safer while confidently using more of the
aircraft’s performance capability.
MCTL-1-42
MCTL DATA SHEET 1.4-5. ADVANCED AIR DATA SYSTEMS (AADS)
An Advanced Air Data System computes and displays all parameters associated with aircraft
movement through the atmosphere without the use of traditional pitot tubes.
Critical Technology Provide air data at angles of attack > 35 deg at low speeds and for low observable
Parameter(s) applications.
Unique Test, Alignment and calibration of multiple sensing elements.
Production,
Inspection
Equipment
Unique Software Software that will implement the algorithms and interface with vehicle control and
redundancy management systems.
Major Commercial None identified.
Applications
Affordability Issues Retrofit of new technology into critical flight control systems could be costly due to test and
certification.
Export Control CCL Cat 7D003.d.6 and 7E004.a.2; USML VIII(a); WA Cat 7.D.3.d.6 and 7.E.4.a.2; WA ML
References 11.a, 21.a and 22.a.
BACKGROUND
Air data has been previously derived from pitot tube probes and vane based sensing systems. These
were mounted such that they projected forward of an aircraft into the airstream. Such systems are mature
and reasonably accurate and reliable for most conventional applications, but cannot adequately provide
measurements at high angles of attack or at extreme low speeds. Further, air data systems mounted on a
nose boom or front fuselage have proven to be tedious and susceptible to damage and failures. Also, the
probes can contribute to increased radar cross section, limiting their use in low observable applications.
MCTL-1-43
1.5 UNMANNED AIRCRAFT SYSTEMS (UAS)
Highlights
• UAS capability is widely distributed but varies greatly in sophistication.

• State-of-the-art technologies enable long-distance command, control, autonomy, and small
size.
OVERVIEW
This section contains an overview of the current state of UAS technology and discussions of several
specific technologies: command and control (C2) links, autonomous flight control software, and large and
small UA. The UAS technology is a system of many technologies, both on the ground and in the air. These
technologies include structures, control systems, propulsion, and testing and are applicable to all aircraft.
This section focuses primarily on the integration issues and technologies specifically applicable to
UAS. UAS development is such that the integration issues are endemic to UA of all sizes, though naturally
the larger UA are more capable and, hence, their UAS require a greater degree of sophistication. Other
countries still call UA unmanned aerial vehicles (UAVs).
BACKGROUND
UA were first intensively used for reconnaissance in the Vietnam War to mitigate the consequences of
effective Vietnamese antiaircraft defenses. At the conclusion of the war, the U.S. incentive to develop UAS
technology was removed, and progress stalled. Israel provided the latest push for UAS technology. Israel
suffered excessive losses to enemy antiaircraft weapons in its wars with the surrounding Arab nations in the
1970s and used unmanned decoys to confuse those defenses in a hugely successful campaign to achieve air
superiority. The effectiveness of the Israeli strategy, along with improvements in computers and navigation
systems [e.g., the Global Positioning System (GPS)], gave impetus the modern era of UAS development.
UA technology ranges from rocket-powered craft that make a single flight (“missile-with-camera”) to aerial
vehicles that have the capability of autonomous flight operations comprising optical and electronic
surveillance and reconnaissance, EW, and munitions delivery. UAS technology is not limited to
surveillance and attack missions. Communications relaying and GPS augmentation are also applications for
which UAS would be well suited. Currently, over 57 countries employ UAVs and 32 are developing or
manufacturing them. There are, currently, more than 250 types available and this does not include the mini
or micro varieties.
UA exist not only in a range of sophistication, but also in a range of sizes. The absence of a pilot frees
the aircraft to be designed solely to accomplish its mission. Mini-UA of less than a foot in wingspan exist
for reconnaissance missions and pose some challenges: packing computing power, sensor suites, and
(usually) an electric motor into a small container that must accomplish its mission in a short flight time,
sometimes as short as 45 minutes. At the other end of the size spectrum, the NASA Helios UA (247-foot
wingspan) has demonstrated unmanned flight at 100,000 ft and flight times of several days. UA are also not
limited to fixed-wing aircraft. Several variants of unmanned rotorcraft are in service and are also used for
experimentation and evaluation. The U.S. Army selected the Firescout for its Class IV UAV. The Coast
Guard is pursuing the Eagle Eye Tilt Rotor UAV as an element of its Deepwater integrated system. The A-
160 Hummingbird, developed by DARPA and the Army, is in advanced development and is being
evaluated by the U.S. Special Operations Command (USSOCOM). The QH-50, Vigilante, Cypher, Cypher
II (aka Dragon Warrior), and K-Max Burro have been used recently in concept experiments, evaluations, as
technology test beds, and in limited user tests. In addition, the Honeywell/MI MAV, developed under a
DARPA-sponsored Advanced Concept Technology Demonstration (ACTD) in support of the Future
Combat Systems (FCS), has been selected as the Class I UAS for FCS.
MCTL-1-45
A UA (the Predator) was first outfitted with weapons during the Afghanistan conflict, and several
nations are developing UCAVs to take advantage of the inherent cost savings and potential advantages over
manned combat aircraft. Civilian uses of UAS are limited by regulations requiring UA in U.S. airspace to
be escorted by manned “chase planes.”
Each branch of the U.S. military, the Central Intelligence Agency (CIA), and the Federal Bureau of
Investigation (FBI) routinely use UAS of some sort, mostly for reconnaissance. For the most part, each
Service branch has its own models, although a few were jointly developed.
MCTL-1-46
1.5 UNMANNED AIRCRAFT SYSTEMS (UAS)
1.5-1 Non-Line-of-Sight (NLOS) Command and Control (C2) Links

1.5-2 Software for Autonomous Flight Control
1.5-3 Micro Air Vehicles (MAV)
1.5-4 High-altitude Long Endurance (HALE) UA
1. Data Sheet 1.5-1, Non-Line-of-Sight (NLOS) Command and Control (C2) Links—discussion of
repeaters expanded from satellite only.
2. Data Sheet 1.5-2, Software for Autonomous Flight Control—expanded Critical Parameters.
3. Data Sheet 1.5-4, High-altitude Long Endurance (HALE) UA—improvements to Critical
Parameters.
MCTL-1-47
MCTL DATA SHEET 1.5-1. NON-LINE-OF-SIGHT (NLOS) COMMAND AND
CONTROL (C2) LINKS
NLOS C2 links enable the operation and control of UA, without visual contact or a direct-line-of-sight
(DLOS) communication link.
Critical Technology NLOS C2 links that are sufficiently robust to external threats in order to ensure mission
Parameter(s) accomplishment.
Production,
Inspection
Equipment
Unique Software Communications (including satellite) with secure/private protocols and associated
algorithms.
Major Commercial Forestry and agriculture; wildlife study; remote site inspection; environmental monitoring;
Applications oceanographic and atmospheric data collection.
Affordability Issues Space segment support may be required.
Export Control CCL Cat 9A012.a.2 and .b.1-3, 9A120.a.2, 9B010, 9B116, 9D004.e, 9E001, 9E101; USML
References VIII(a); WA Cat 9.A.12.a.2 and .b, 9.B.10, 9.D.4.e, 9.E.1; WA ML 10.a, .b and .c, 21 and 22.
BACKGROUND
UA are ideal for OTH reconnaissance but some RF signals cannot reach the UA once it has passed out
of LOS. Repeaters—ground-, air-, or satellite-based—can be used to maintain a C2 link to download data
and upload instructions. However, ground-based repeaters are usually not available in a battlefield scenario,
and air-based repeaters are vulnerable and expensive. Thus, satellites are the standard to those who possess
the technology.
OTH communication is not just accomplished with satellites. It can also be done with high-altitude
UA. Countries that want secure communications may not turn to satellites provided by other countries but
rather to high-altitude UA. Australia, China, France, Germany, Israel, Japan, and South Africa understand
this situation and are positioning themselves in this technology area. EU countries fly UAV models that can
communicate with their ground control stations (GCSs) through a satellite communications link.
MCTL-1-49
MCTL DATA SHEET 1.5-2. SOFTWARE FOR AUTONOMOUS FLIGHT
CONTROL
This technology describes software capabilities that can enable a UA to conduct a mission with limited
to no inputs from a human controller.
Critical Technology Automated obstacle (attached to the ground) avoidance and alternative attack
Parameter(s) maneuvering, following preprogrammed flight profiles and changing mission goals.
Automated contingency management: System response beyond Return to Base where
routes/plans/goals are modified to allow mission continuation.
Automated goal selection: System evaluation of its own performance and determining an
achievable goal set.
Automated classification of objects of interest: System understanding of external
environment (weather, threats, targets, terrain, obstacles, etc.) without operator assistance.
(All of the above items must be present to meet this data sheet requirement.)
Unique Test, Simulation hardware and testbed.
Production,
Inspection
Equipment
Unique Software All software and algorithms, to include flight control simulation software and algorithms up
to operational, on-line software algorithms.
Major Commercial Commercial cargo flight automation.
Applications Civil security applications.
Affordability Issues Reduces operator workload, allows multi-tasking.
Export Control CCL Cat 9A012.a.1, 9A120.a.1, 9B010, 9B116, 9D001, 2 and 4.e, 9E001, 9E101; USML
References VIII(a); WA Cat 9.A.12.a.1 and .b.1-3, 9.B.10, 9.D.1, .2 and .4.e, 9.E.1; WA ML 10.a, .b and
.c, 21 and 22.
BACKGROUND
Systems that have no autonomy require a pilot to control every detail of the flight, as he would if he
were in a cockpit on the vehicle and are generally referred to as remotely piloted vehicles (RPVs)—like a
radio-controlled plane. A fully autonomous system would require no input from take-off to landing.
The autonomous flight control software of the UA is critical in producing the primary benefit of an
unmanned vehicle—mission effectiveness coupled with relative independence from an operator. The
moment-to-moment activities of the UA in flight can be monitored and actuated by automation software,
leaving any operator in a command role to perform higher-level tasks, such as to locate targets for
reconnaissance or attack, and analyze and communicate data returned by the UA. The more that a UA's
flight control tasks can be made autonomous, the more the operator can perform mission tasks and/or
operate more UAs. As autonomy increases, the operators are freer to direct the activities of multiple
aircraft, coordinate strategy, and identify targets. Autonomy is the single technology that allows the UA to
be utilized to its greatest possible extent. There is no scenario in the foreseeable future in which the UA
would stage an attack without authorization from a commander; however, it is desirable that all functions
leading up to that authorization be as autonomous as the software can manage. Even so, the most robust of
these systems will still allow capability for full human interaction/intervention for those cases when a
human's flexibility would be advantageous.
Advanced autonomous flight control software will be able to be able to adapt to changing conditions,
requiring sensors for both the unmanned system itself (failures, power, control, etc.) and for the external
environment (weather, threats, targets, terrain, obstacles, etc.).
MCTL-1-50
MCTL DATA SHEET 1.5-3. MICRO AIR VEHICLES (MAV)
MAVs are those vehicles with a wing span of 24 in. or less.

Critical Technology Small air vehicles operating at Reynolds Number (RN) of 20,000 or less.
Parameter(s)
Production,
Inspection
Equipment
Unique Software Software algorithms to control the action of the vehicle.
Major Commercial Possible application in agriculture (crop studies), archeology (study of terrain), crowd
Applications control, hazardous site inspection and search and rescue.
Affordability Issues MAVs should be considerably less expensive than conventional drones. In addition, the use
of MAVs would minimize the danger to personnel.
Export Control CCL Cat 9A012, 9A120, 9B010, 9B116, 9D001 and 2, 9D004.e, 9E001, 9E101; USML
References VIII(a); WA Cat 9.A.12, 9.B.10, 9.D.1, .2 and .4.e, 9.E.1; WA ML 10.a, .b and .c, 21 and 22.
BACKGROUND
MAVs should be small enough to be handled in the field by one or two soldiers. Currently, the term
MAV is applied to air vehicles with a wingspan of 24 in. or less, with the aim to achieve a vehicle that is no
greater than 6 in. in any direction. They should have the capability of flying from 20 min to 2 hrs at speeds
up to 30 mph and should possess either sensors or cameras and telecommunication equipment.
MCTL-1-51
MCTL DATA SHEET 1.5-4. HIGH-ALTITUDE LONG ENDURANCE (HALE)
UA
Unmanned air vehicles that can operate unrefueled for more than 30 hours at altitudes above 50,000
feet.
Critical Technology Flight at altitude > 50,000 ft (15,240 m), with unrefueled flight time of more than 30 hrs.
Parameter(s) (This CTP must be met plus one or more of the following:)
Non-linear aeroelasticity of structures.
High efficiency, high specific power, flexible PV cells.
High specific energy storage devices.
Critical Materials UV and temperature resilient materials.
Production,
Inspection
Equipment
Unique Software UAV docking technology.
NATASHA (Non-linear Aeroelastic Trim and Stability of HALE Aircraft) analysis tool.
Major Commercial Mapping, agriculture, forestry, oceanography, meteorology and communications relay.
Applications
Export Control CCL Cat 9A012, 9A120, 9B010, 9B116, 9D001 and 2, 9D004.e, 9E001, 9E101; USML
References VIII(a); WA Cat 9.A.12, 9.B.10, 9.D.1, .2 and .4.e, 9.E.1; WA ML 10.a, .b and .c, 21 and 22.
BACKGROUND
The Global Hawk Program began in 1995. Its purpose is to provide near-real-time, high-resolution
intelligence, surveillance, and reconnaissance (ISR) imagery. The RQ-4A Global Hawk is the first high-
endurance UA to have been deployed in any type of military action.
Four other American aircraft have flown above 50,000 ft (15,240 m) and have the potential for more
than 30 hrs of endurance:
• General Atomics’ Altus (50,000 ft) (15,240 m)

• AeroVironment’s Pathfinder (50,000 ft) (15,240 m)
• Aurora Flight Sciences’ Perseus “B” (60,000 ft) (18,288 m)
• AeroVironment’s Helios (95,000 ft) (29,956 m).
MCTL-1-52

Militarily Critical Technologies List: Department of Defense

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Militarily Critical Technologies List: Department of Defense

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Department of Defense

MILITARILY CRITICAL TECHNOLOGIES

Under Secretary of Defense, Acquisition, Technology and Logistics

A. THE MILITARILY CRITICAL TECHNOLOGIES PROGRAM (MCTP)

B. THE MILITARILY CRITICAL TECHNOLOGIES LIST (MCTL)

D. USES AND APPLICATIONS

A. ORGANIZATION OF THE MILITARILY CRITICAL TECHNOLOGIES LIST (MCTL)

B. TECHNOLOGY DATA SHEETS

1.2 Aeronautical Propulsion

1.3 Aeronautical Enabling and Support Technologies

1.4 Aeronautical Vehicle Control

1.5 Unmanned Aircraft Systems (UAS)

• Performance—Variable capabilities foster more effective mission accomplishment.

Figure 1.1-1. F-14 Tomcat

Figure 1.1-2. V-22 Osprey in Flight

Figure 1.1-3. Fairey Rotodyne

Figure 1.1-5. Wright Flyer: First Flight, December 17, 1903

1.1-1 Variable Geometry Wings

CHANGES FROM LAST MCTL

Figure 1.1-6. Aircraft Planforms

Figure 1.1-8. Ailerons, Slats, and Flaps

Figure 1.1-9. B-1 with Wings Swept Forward

Figure 1.1-10. TR Systems

Figure 1.1-11. CR/W Technology

Figure 1.1-12. Boeing X-50 Dragonfly

• Propulsion control technologies provide improved “get-home” capability.

Figure 1.2-2. The Afterburner

Figures 1.2-3. Turboprop Engine

Figure 1.2-4. Turbofan Engine

Figure 1.2-5. Turboshaft Engine

1.2-1 Propulsion Control Technology

CHANGES FROM LAST MCTL

(One or more of the CTP must be met.)

• EM hardening of critical components could determine the outcome of a confrontation.

1.3-1 Electromagnetic (EM) Radiation Hardening Technologies

CHANGES FROM LAST MCTL

1. Data Sheet 1.3-1, Electromagnetic (EM) Radiation Hardening Technologies.

1.4-1 Active Aeroelastic Flight Control

CHANGES FROM LAST MCTL

Figure 1.4-1. RSF: An IR Sensor System

• UAS capability is widely distributed but varies greatly in sophistication.

1.5-1 Non-Line-of-Sight (NLOS) Command and Control (C2) Links

CHANGES FROM LAST MCTL

MAVs are those vehicles with a wing span of 24 in. or less.

• General Atomics’ Altus (50,000 ft) (15,240 m)

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