A Novel Concept for Stratospheric Communications and Surveillance: StarLight

Adam Chu1, Mo Blackmore2, and Ronald G. Oholendt3 Near Space Systems Inc., Colorado Springs, CO, 80919, USA Joseph V. Welch4, Gil Baird5, David P. Cadogan6, and Stephen E. Scarborough7 ILC Dover LP, Frederica, DE, 19946, USA StarLight is a first-ever, persistent, maneuverable, high-altitude, hybrid, lighter-thanair (LTA) vehicle designed to provide continuous communications and surveillance capabilities over a wide geographical area. StarLight will operate at an altitude between 70,000 and 100,000 feet mean sea level, for a minimum duration of 6 weeks, giving its payloads an operational area of coverage exceeding 160,000 sq miles at maximum altitude. In addition to its LTA capabilities, StarLight incorporates an innovative flight control system to provide a maneuverable vehicle capable of station keeping and/or flying a specified ground track. Control innovations include a mechanically -driven rotating lower stage to easily change the direction of thrust (0-360), and an actuator control that changes the pitch/roll attitude of the upper stage balloon envelope to accommodate vertical maneuvering above neutral buoyancy. The associated concept of operations allows for remote operations with minimum logistics and infrastructure. The total system design provides multifunctionality to maximize platform utility and easily support defense, security, communications, intelligence, earth sciences and other federal and commercial applications.

I. Introduction

ear space is the area of our atmosphere between 65,000 and 325,000 feet above the earth. It is a virtual nomans land, visited only occasionally by scientific ventures. Near space offers the strategic advantages of space without having to leave our atmosphere while presenting better responsiveness, lower cost access, and higher sensor performance than space. Near space avoids the air traffic and vulnerability found in commercial airspace by operating in air that is too thin for normal combustion engine driven aircraft. StarLight (formerly known as MaXflyer1), is a patent pending, lighter-than-air, unmanned, two-stage, hybrid near space vehicle that is currently being developed by Near Space Systems, Inc. StarLight can operate in near space for months at a time. The system is designed using innovative, vacuum infusion composite engineering for light weighting vehicle structures and creating housing and support for photovoltaic cells, power storage, vehicle control systems, communications, and sensor systems. StarLights design uses state-of-the-art, highly efficient power generation and storage to provide power for a 24/7 duty cycle of the platform and payload. Micro-engineering plays a significant role in light weighting and reducing power requirements of the vehicles sensing and control systems. The StarLight concept of operations allows for minimum logistics and infrastructure. The total system design provides multi-functionality to maximize platform utility in supporting security operations. The StarLight design minimizes manufacturing costs and risks. The vast majority of the system components are commercial-off-the-shelf (COTS). The two major unique components are the upper stage balloon envelope and the lower stage composite structures. The balloon envelope will be manufactured by ILC Dover (Frederica, DE) while Enfusion Technologies
1 2

Chief Scientist, Near Space Systems, 8610 Explorer Dr. Ste 140, Colorado Springs, CO, Non Member President and COO, Near Space Systems, Colorado Springs, CO, AIAA Member 3 CEO, Near Space Systems, Colorado Springs, CO, Non Member 4 Senior Analysis Engineer, ILC Dover, One Moonwalker Road, Frederica, DE 19946, AIAA Senior Member 5 LTA Program Manager, ILC Dover, AIAA Member 6 Director or Research and Technology, ILC Dover, AIAA Associate Fellow 7 Senior R&D Engineer, ILC Dover, AIAA Senior Member 1 American Institute of Aeronautics and Astronautics

(Colorado Springs, CO) will manufacture the lower stage composites. The vehicle will be produced as an assembleon-site product. Assembly of the product on site just prior to launch benefits the customer by reducing infrastructure and logistic requirements. These benefits translate to lower customer costs. The StarLights modular design permits continuous component improvements without the necessity of platform redesign. The lower stage and payload boxes will be pre-configured and stored in their shipping containers until needed for employment. The StarLight is shown in Figure 1.

Figure 1. StarLight

II. Operational Applications

StarLight is designed as a common platform that provides communications, imaging, data collection, and navigation from near space for the widest range of commercial and government applications. Near space provides strategic area coverage similar to space-based assets, but for a fraction of the cost of launching and maintaining satellites in orbit. Since near space is below orbital altitudes, a constellation of platforms (satellites) is not required, further reducing costs. Near space platforms can remain overhead a large geographical area. Since near space is closer to earth than space, resolution and sensor sensitivity result in higher operational performance. Domestic and international customers need persistent, cost effective, wide field of regard communications, remote sensing, and (for military customers) force applications capabilities. This is readily illustrated by the sums of money government and commercial agencies from around the globe are currently spending to gain these communications/remote sensing application capabilities from space. A single space communications satellite can cost billions of dollars to launch and operate over its lifetime. Providing wide area coverage from space requires multiple satellites or highly expensive individual satellites at higher orbital altitudes, multiplying the costs associated with these space systems. Air vehicles operating at 65,000 ft and below, providing greatly reduced persistence and field of regard comprise another multi-billion dollar world market. Simply put, StarLight provides cost effective operational capabilities that cannot be duplicated by platforms at other altitudes/operating regimes. With the tailored payloads that are part of the StarLight design, the vehicle provides users with persistent communications, remote sensing, and (for military users) force application capabilities at a small fraction of the cost required by lower altitude air, or space-based platforms. The expanse and applications for commercial and government uses are seemingly unlimited. In summary, a near space platform can provide space based capability more effectively and for a fraction of the cost compared with other current methods. The areas of commercial and government applications are summarized below:

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A. Communications:

Extend Extend

ground-to-ground, ground-to-air, and ground-to-space voice communications beyond line-of-sight wireless, broadband communications beyond line-of-sight

D. Vehicle and Identification: and interstate

Object

Tracking

and

Trucking and other shipping companies, local Taxi, limousine service Supply and supply chain services

Provide digital communications Provide data link gateways and extend range
beyond line-of-sight

E. News and Public Information Services:

Selective Jamming
B. Remote Sensing and Imaging:

Persistent

Public Information Broadcast Emergency service information Local, state, and federal information
coverage does not exist today

where

Intelligence, Surveillance, Reconnaissance applications

and

Collection

Supporting search and rescue

F. Navigation:

of intelligence (signal, images, electronics, communications)

Security: Communications Communications Intelligence Providing

Backup to GPS capabilities Monitoring of air and water quality Monitoring of agriculture (moisture,
conditions, crop conditions)

and surveillance for United States borders and strategic resources and surveillance for significant strategic events such as inaugurations, conventions, public events gathering for the Department of Homeland Security C. Disaster Response: communications, imaging, and sensing support before, during and after natural disasters such as hurricanes, tornados, wildfires, floods, etc.

G. Sciences:

soil

Monitoring of infestations Monitoring of habitat, endangered species Monitoring weather

H. Research and Development, Testing I. Mapping

Reconstitute lost telecommunications

III. Lower Stage
The innovative lower stage contains all the functionality of StarLight. All controls, power, and payloads are located in the lower stage as illustrated in Figure 2. The highlights and unique features of the lower stage include:

Manufactured with space qualified, lightweight composite material Redundant motors for propulsion and flight controls ensure operability Solar arrays incorporated into the lower stage saves weight and eliminates thermal stress on the
envelope; the solar arrays also ease assembly, launch, and recovery

balloon

Plug and play payload box is easily replaced for mission changes requiring different sensors
Other balloon envelope problems common to many designs, such as heat stress from photovoltaics on the surface of the balloon envelope, drove positioning of the solar cells and all platform functionality in the lower stage. There is a penalty to pay by losing some direct sunlight on the photovoltaics through the translucent balloon envelope, but the performance gains significantly outweigh the disadvantages. The solar array is sized to provide sufficient power with albedo light during periods of high sun angle. The environmental conditions of high altitude and the need to control the pitch of the upper stage led to the requirement to suspend the lower stage at a prescribed distance below 3 American Institute of Aeronautics and Astronautics

the upper stage. The design of the lower stage and associated functional systems evolved, as we sought to continuously reduce weight and solve challenges arising from developing a feasible operational employment concept. The end result being a configuration for the lower stage with a plug and play, pre-configured payload system. The lower stage employs a modular design. Individual components can easily be modified or replaced. This modular approach simplifies shipping and assembly, as well as design changes. The lower stage components such as batteries, photovoltaics, autopilots, etc., will be primarily COTS products provided by a number of vendors. The payload box is preconfigured for each customer, allowing for plug and play integration into the lower stage. Customers can have multiple payload packages to meet their operational requirements. This allows maximum flexibility for employment and the opportunity to fly complimentary payloads together on different StarLights while flying in formation. The StarLight lower stage is engineered specifically for persistent, high altitude LTA operations. The lower stage structural components are made from lightweight, high strength carbon cloth reinforced composite material that is precisely manufactured using the vacuum infusion process. The composite material is infused with spacequalified, ultraviolet radiation (UV)-resistant resin. The lower stage structural components include the solar arrays, fuselage, payload box, propulsion motor braces, flight control functions, and landing structures. The lower stage is recoverable and reusable, and features redundant control functions for mission success and safety. The fuselage houses and supports all the functional operating systems of the vehicle to include the power collection and storage, propulsion, flight controls, communications, command and control, and the recovery system. The lower stage makes maximum use of COTS components to minimize development, acquisition, operations, and maintenance costs. The lower stage ships and stores in boxes, simplifying logistics and lowering costs. At the launch site, the lower stage is assembled with hand tools, tested, and readied for flight. Lower stage maintenance benefits from easy access panels for component removal and replacement.

Figure 2. Lower Stage with Laterally Displaced Propulsion

IV. Upper Stage

The primacies of persistence, survivability and costs drove consideration of LTA concepts during analysis of alternatives. In order to achieve the above performance and operating characteristics, the design has to minimize drag and weight, while maximizing thrust. Historical and current airship design concepts were analyzed. Traditional cylindrical and spherical designs were considered, but ultimately not selected. The high drag components of these shapes for forward flight and turning require a propulsion system with very high power demand and weight penalties. The result would be an undesirably large platform. Weight is also saved in the StarLight design as compared to traditional cylindrical/spherical airships because the StarLight is a super-pressure system and thus 4 American Institute of Aeronautics and Astronautics

does not utilize a ballonet. The larger the airship platform, the more expensive it is to build, operate, and maintain. Larger airships are also more vulnerable to attack, weather and structural failure. One other key aspect of the upper stage is that it is a disposable, low cost envelope. Our research drove us to an ellipsoidal design due to the shapes low drag characteristics and positive lift-to-drag ratio throughout the range of anticipated pitch changes. The ellipsoidal shape minimizes frontal cross-sectional area (Figure 3) and rear wake size, while maximizing maneuverability against changing winds. The ellipsoidal shape of the upper stage is maintained at altitude by super-pressure of the helium gas and use of mass efficient internal shape control spars/catenaries2-6. Extensive CFD analysis of the StarLight aerodynamics has been conducted, greatly increasing confidence in the superiority of the StarLight design.

2000 1800
Frontal Cross-Sectional

1600 1400
Area, m

1200 1000 800 600 400 200 0 0 20000 40000 60000

3

Saucer Blimp Sphere

80000

100000

Volume, m

Figure 3. Comparative Cross-Sectional Areas of Various Airship Shapes The StarLights positive lift to drag ratio with positive pitch enables platform climbs above neutral buoyancy during high wind surges. The altitude gained in the climb is used to accelerate the StarLight in a dive to recover the distance lost during the wind surge. The illustration in Figure 4 illustrates StarLights unique climb and dive maneuver that allows it to station keep when winds exceed thrust capability.

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2. For wind > 30 knots StarLight pitches up to maximum Cl/Cd. StarLight climbs above neutral buoyancy

3. At max Altitude gain, Lift=Gravity, StarLight will drift downwind until wind surge passes

4. StarLight will pitch down to dive and accelerate recovering ground distance lost in drift

1. StarLight can resist winds up to 30 knots

ti Direc on

ing d n dur o i t a r ele of acc

ive

Neutral Buoyancy Altitude

Wind Direction

Figure 4. StarLights vertical maneuver is enabled by the aerodynamics of the upper stage balloon shape and functionality of the vehicles flight control systems, separating StarLight from other LTA concepts A. Envelope Design The StarLight upper stage consists of the super pressure balloon envelope with its attachment lines and associated load patches. The upper stage performance is critical in meeting certain operational system goals. Driving requirements for the upper stage are: 1) Balloon shape lift and drag properties 2) Inflated shape maintenance in all thermal environments 3) Float altitude 4) Structural integrity under maximum super-pressure 5) Low cost, disposable design 6) Materials durability and negation of pinholing (all flight phases) The lift and drag properties directly relate to the station keeping and maneuvering system requirements. The upper stage balloon envelope must maintain positive differential pressure in order to achieve this ideal shape. The challenges for shape maintenance arise from the minimum cold state and the effect of leakage during operational life. Float altitude is the traditional analysis trade for super pressure balloons. The maximum hot day at float altitude determines maximum super pressure. This maximum super-pressure is used in the stress analysis of the upper stage envelope material, which would verify the structural integrity. There are several interactions and dependencies in the design calculations for super pressure balloons. In the case of StarLight, the importance of the aerodynamic shape is added to these. In the performance of these analyses a best in class tool set was used including high fidelity CFD, Abaqus FEA, Navajo Trajectory7, and Thermal Desktop. The primary input to the patent pending envelope design was the discovery that ellipsoidal asymmetry plays a significant role in overall aerodynamic performance. Parametric analysis of two primary functions, the envelope height-to-width ratio and the ratio of envelope volume above and below the equatorial chord line, revealed that asymmetry in both areas contributed to the lowest drag coefficient with the highest lift coefficient. Both factors relate directly to performance in the upper atmosphere. A cross section plot of this ellipsoidal shape is shown in Figure 5. The challenge was to develop low stress inflatable shapes that came close to the theoretical shape, while at the same time had acceptable weight. Design trades were conducted to develop potential envelope concepts. As 6 American Institute of Aeronautics and Astronautics

aerodynamic results were derived from CFD modeling, the trades were updated and advanced in an iterative process. A view of the upper stage shape selected in the trades is shown in Figure 6. The oblate shape is held under pressure by spars that run forward to aft. This spar concept has been successfully used by ILC Dover in a number of inflatable wing and aerostat fin designs. The spacing of the spars is a balance of matching the ideal aerodynamic shape versus the added weight of each additional spar sub-assembly. Iterative analysis has shown that six spar subassemblies are needed. In this concept, nominal skin stresses from pressurization are limited by the radius of curvature in the center section which is much lower than that of the natural oblate ellipsoidal shape. To verify patterning and manufacturing ability, a small scale model was fabricated at ILC Dover (Figure 7). Note that this model was fabricated out of a thin polymeric film material (not the operational material) to verify the patterning technique and the inflated shape dimensions.

Height

Radius

Figure 5. Cross-Section Profile of the Ideal Upper Stage Shape

Figure 6. Selected Upper Stage Shape

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Figure 7. Inflated Table Top Model of the StarLight B. Aerodynamic Analysis High fidelity analysis of the platform aerodynamics during development is critical to validating the design and increasing the probability of successful achievement of performance requirements. For the aerodynamics of the upper stage the lowest possible drag coefficient was sought while maintaining a positive lift to drag ratio throughout the flight regime. Near Space Systems conducted internal computational fluid dynamics (CFD) analysis on the upper stage shape throughout the design process to validate or invalidate design characteristic and projected performance. In May, 2006, the United States Air Force approved a project to independently analyze the flight characteristics of StarLight. Based on current mission needs, the government wanted to validate that the StarLight design could successfully operate in the cold, rarified environment of the earths stratosphere in a persistent manner. The processing capability of the Major Shared Resource Center (MSRC) at Wright-Patterson Air Force Base in Dayton, Ohio allows significantly higher fidelity CFD analysis of StarLight than the earlier lower fidelity CFD modeling could provide. The MSRC is a computational science facility supporting DoD research, development, test, and evaluation using high-performance computing and visualization. Critical aerodynamic performance factors were used in the CFD modeling. Extensive resources in terms of CPU time have been devoted to this task. An example output of the simulations on the chosen upper stage shape is shown in Figure 8. These results, along with the manufacturing considerations, are the main reason that this particular shape concept was chosen. The results of MSRC CFD analysis is a higher design confidence, an optimized balloon shape for maximum performance, and lower overall project risk.

Figure 8. CFD Analysis of the StarLight Upper Stage The MSRC CFD analysis on the StarLight saucer shaped body is focused on how much drag and lift the aerodynamic lifting body presents to the wind as a function of angle of attack or pitch angle, altitude and wind velocity. Once these aerodynamic forces were calculated, codes were developed to estimate the flight profile for maintaining loitering position relative to a fixed geographical location as a function of wind velocity and direction. The results of the CFD codes are critical to the assumption of either a laminar or a turbulent flow. The laminar 8 American Institute of Aeronautics and Astronautics

assumption results in higher (optimistic) lift to drag ratios for the different pitch angles. For the StarLight design, we used turbulent flow assumptions, the most conservative case. Using 3-D mesh models of the StarLight shape, below are the outputs (Figures 9-11) from the CFD calculations assuming the turbulent flow methodology. Figure 9 shows that pitch angles from zero degrees and higher results in positive lift. This means that the StarLight can pitch up to climb above neutral buoyancy using aerodynamic lift. Altitude gained above neutral buoyancy is energy that is used to accelerate the StarLight in a dive allowing it to recover ground distance lost in high velocity wind surges. StarLights vertical maneuver is enabled by the aerodynamics of the upper stage balloon shape and functionality of the vehicles flight control systems, separating StarLight from other LTA concepts.
Total Lift Force W ind Velocity= 30 knots
)

1500 1000 500 0 -10 -5 -500 -1000 Pitch Angle (deg.) 0 5 10 15 20

Lift Force (nts)

Figure 9. Lift Force vs. Pitch Angle at 30 Knots Figure 10 shows the drag component for pitch angles with 30 knots of head wind. Notice that the drag remains lowest between minus 5 degrees nose low to 7 degrees nose high. This information helps to identify pitch changes that provide the highest lift to drag ratio. The higher the CL-CD ratio, the greater the climb above neutral buoyancy. Zero degrees of pitch provide the least amount of drag to maximize thrust.
Total Drag Force W ind Velocity= 30 knots
Drag Force (nts)e (

350 300 250 200 150 100 50 0 -10 -5 0 5 Pitch Angle (deg.) 10 15 20

Figure 10. Drag Force Vs. Pitch Angle at 30 knots

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Figure 11 shows the lift-to-drag ratio curve. A positive lift to drag ratio occurs when pitch is at zero degrees or higher. Positive pitch will allow StarLight to climb above neutral buoyancy. In comparison, the results of calculations from a laminar assumption results in lift-to-drag ratios of higher than 5 for zero degrees of pitch angle, going up to about 10 at pitch angle of greater than 8 degrees.

Lift to Drag Ratio Wind Velocity = 30 knots 6 4

Cl / Cd_

2 0 -10 -5 -2 0 -4 -6 Pitch Angle (deg.) 5 10 15 20

Figure 11. Lift to Drag Ratio Vs. Pitch Angle at 30 knots

C. Envelope Material Selection and Sizing Historically, one of the greatest technical challenges to LTA design is developing an acceptable hull material that meets the programs mass, life, and cost constraints8. The envelope material must be able to withstand the day/night and seasonal temperature changes at the operating altitude, in conjunction with the stresses and loads associated with operation. It is also important to note that the material must be able to survive the dynamic effects of deployment, launch and ascent. For these reasons, and considering the harsh space-like environment at the altitudes between 65,000 and 110,000 feet, our design approach is to use a commercially proven, multi-layered polyester film/polyester fabric. Our team also chose to decline to use photovoltaics on any part of the balloon surface because of the thermal impact on the material. The other driver for selecting a polyester film/fabric for the envelope material is cost, since the upper stage is disposable. Higher tenacity fibers such as Vectran or UHMWPE are available for use in the construction or lower mass materials, but at significantly higher cost. These higher cost fibers and laminates are still in consideration, especially if they can provide a system level performance benefit such as longer endurance, but at this time polyester is the baseline fiber in the laminate. A parametric super-pressure hull sizing model was created for sensitivity studies. One important parametric component of the sizing model is material selection. Model inputs include a table of potential material candidates including their strengths and areal weight. The sizing model selects the best candidate material based on the structural margin goals. An early investigation was to determine if commercial off the shelf (COTS) materials could be used for the upper stage envelope. COTS material laminates with a polyester tenacity of 4.5 gm/denier were evaluated versus modified COTS laminates with a higher polyester tenacity of 8.3 gm/denier. The Modified-COTS material design points were superior in terms of envelope weight by a large margin. The 3 layer lay-up of the baseline polyester laminate material is shown in Figure 12.

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Cl lm, i F ter yes l o P

il .5 m 0 , ear

he Ad

e siv

er est y l Po ric, b a F

Figure 12. Baseline Envelope Material Lay-up In addition to cost and strength considerations, the hull material has also been selected for its low areal weight, low permeability, and its compatible with state-of-the-art airship envelope manufacturing processes. A polyester fabric is used to provide strength in the warp and fill directions while a polyester film layer is bonded to the fabric using an adhesive to create a barrier layer to contain the helium inflation gas. The baseline coated fabric hull material has a tensile strength of 60-lbf/in in the warp direction and 120-lbf/in in the fill direction. Related UV exposure testing indicates that this hull material will have the endurance to withstand the UV environment above 80,000 feet for the 6 week mission, as a similar material was originally selected as a candidate hull material for the Alternate Ultra-Long Duration Balloon (AULDB) concept9. The AULDB program had an intended mission duration of 100 days at 100,000 feet. One immediate outcome of the initial sizing model sensitivity runs was the strong influence that the maximum temperature increase has on the size and weight of the envelope. Accordingly, one of the main objectives for this initial model was to estimate the maximum diurnal increase in temperature. The thermal analyses were run at vernal equinox with latitudes between 0 and 45 degrees. The estimate for maximum temperature increase was approximately 32C and came from a run with 0 degree latitude. A plot of the helium temperature for this case is shown in Figure 13. This value of diurnal temperature increase was an important input for subsequent sizing and stress analysis modeling. It was found that the temperature results from the thermal analysis were in good agreement with those from the trajectory modeling. As part of the trajectory modeling, the diurnal temperature result was used to calculate the pressure change in the balloon envelope as shown in Figure 14. The sizing model contains a first order for maximum stress in the upper stage under a uniform inflation pressure. A more detailed stress prediction is needed to support the design effort of the upper stage. A finite element model was constructed for the upper stage with the intent of evaluating stresses due to maximum super pressure. A quarter symmetry model was constructed for this task. The mesh for this model is shown in Figure 15 along with some principle stress contour results. The results indicated that the first order calculation in the preliminary sizing model was over predicting stress by a small margin. The sizing model for the upper stage was updated with this more detailed stress prediction.

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-20

Temperature (C)

-30

-40

-50

0.5

1.5

Time (days) Figure 13. Hot Case Helium Temperature from Thermal Desktop Model

3750

Pressure (Pa)

3500

3250

3000

2750 0 0.5 1 Time (days)

Figure 14. Hot Case Gas Pressure @ Float

1.5

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Figure 15.

Finite Element Model Mesh and Sample Principle Stress Contours

V.

Launch and Deployment

StarLight is launched using an out-of-the-box technique. The upper stage and the lower stage would be delivered to the launch site in two separate containers via ground, sea, or air transportation. The upper stage is packed in an umbrella / Z-folded configuration that allows the top center of the envelope to remain at the top of the shipping container. The top center of the envelope is where the helium valves are located and this will also be the location where the helium will be introduced into the vehicle. The payload lines are located at the bottom of the container, but can be attached to the lower stage. The payload lines are attached to the upper stage at a specified distance from the outer edge of the envelope in twelve locations. Once the upper stage and the lower stage are attached, a support net or a crane is used to control the motion of the upper stage as helium is introduced into the envelope. Three sleeves, are wrapped around the envelope in various locations (and are later released by remote actuation) during packing are used to control the helium bubble and limit loose material exposure to the wind during inflation. In this manner only the top center of the envelope is filled with helium. Once the charging is complete and the upper tethering net/crane are removed and the helium filling tube is detached. The partially inflated envelope will be tethered using three guy lines attached to the upper collar, similar to that used in the logging balloon application in Figure 16. This will provide control of the inflated system until ready for release, and facilitate operations in low wind conditions. Once the upper stage is extended over the lower stage and the system is checked, the collars are released and ascent begins The system will ascend as a zero pressure balloon and would not reach the fully evolved aerodynamic shape until it reaches an altitude near the float altitude. As the system ascends, the deployment is analogous to that of a parachute and any extra helium gas is vented on the way up. Suspension line attachments to the outboard location of the envelope provide natural balance and stability to the system during shape evolution. Launch and deployment of the system are Figure 16. ILC Dover Manufactured Logging considered risk areas of any balloon launch and a Balloon Supported by Ground Tethers detailed test plan has been developed utilizing the launch of various sub-scale models to validate these processes for the StarLight. For vehicle recovery at the end of a mission, lifting gas is vented at a controlled rate for controlled descent of the entire vehicle. At the appropriate descent altitude, the upper and lower stages are disconnected and a GPS-guided parachute is deployed from the lower stage for controlled landing in a designated location. The gas depleted upper stage lands in a designated area in the vicinity of the lower stage. 13 American Institute of Aeronautics and Astronautics

VI. Conclusion
The StarLight hybrid LTA vehicle can provide continuous communications and surveillance capabilities at 70,000 to 100,000 feet at a significantly lower total cost than comparable space-based platforms. The concept is unique from other high altitude LTA vehicles because it utilizes a two stage design where the upper stage is a lifting body. This two stage design provides a number of performance benefits including: separating the solar cells from the envelope hull and payload modularity. Also, the upper stage envelope is a low cost disposable balloon, while the lower stage is recovered. The lifting body shape of the upper stage allows the system to fly above the neutral buoyancy point during wind gusts and dash back to the target area after the wind gusts have subsided. The system design is also unique because a great majority of the materials are commercial-off-the-shelf, thereby reducing development time and costs. The development of the StarLight has been advanced significantly recently through envelope material selection as well as detailed thermal, aerodynamic, trajectory, and sizing analysis.

Acknowledgments
The authors thank Dr. Hugh Thornburg of MSRC at Wright-Patterson AFB AFRL for all of his support conducting the CFD analysis during the past year.

References
Scott, W. B., Novel hybrid near-space platform awaits a visionary financial angel, Aviation Weekly and Space Technology, Page 60, January 30, 2006. 2 Cadogan, D.P. Smith, T., Lee, R., Scarborough, S.E., Graziosi, D. Inflatable and Rigidizable Wing Components for Unmanned Aerial Vehicles, AIAA-2003-1801, 44th AIAA/ASME/ ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference and Exhibit AIAA Gossamer Spacecraft Forum, Norfolk, VA, April 7-10, 2003. 3 Simpson, A. Santhanakrishnan, J. Jacob, S. Smith, J. Lumpp, D. Cadogan, M. Mackusick, S. Scarborough, Flying on Air: UAV Flight Testing with Inflatable Wing Technology, AIAA-2004-6570 AIAA 3rd "Unmanned Unlimited" Technical Conference, Workshop and Exhibit, Chicago, Illinois, Sep. 20-23, 2004. 4 Rowe, J.M., Smith, S.W., Simpson, A., Jacob, J., Scarborough, S.E., Development of a Finite Element Model of Warping Inflatable Wings , AIAA-2006-1697, 47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference, Newport, Rhode Island, May 1-4, 2006. 5 Smith, S.W., Jacob, J., Jones, R.J., Scarborough, S.E., Cadogan, D.P., A High-Altitude Test of Inflatable Wings for LowDensity Flight Applications, AIAA-2006-1696, 47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference, Newport, Rhode Island, May 1-4, 2006. 6 Cadogan, D.P., Scarborough, S.E., Gleeson, D., Dixit, A, Jacob, J., Simpson, A. Recent Development and Test of Inflatable Wings, AIAA-2006-2139, 47th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference, Newport, Rhode Island, May 1-4, 2006. 7 Pankine, Alexey A., Heun, Matthew K., Nguyen, Nam and Schlaifer, R. Stephen. NAVAJO: Advanced Software Tool for Balloon Performance Simulation, AIAA 2005-7411, AIAA 5th Aviation, Technology, Integration, and Operations Conference (ATIO), Arlington, VA, September 26-28, 2005. 8 Miller, T., and Mandel, M. Airship Envelopes: Requirements, Materials, and Test Methods, ILC Dover Publication, 2002. 9 Welch, J.V., Wang, S., Blandino, J. R., McEvoy, K., Super Pressure Balloon Non-Linear Structural Analysis and Correlation using Photogrammetric Analysis, AIAA-2005-7447, AIAA 5th Aviation, Technology, Integration, and Operations Conference(ATIO) 16th Lighter-Than-Air Systems Technology Conference and Balloon Systems Conference, Arlington, VA, September 26-28, 2005.
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