Boeing X-37

An experimental NASA spacecraft could well be the harbinger for a small armada of billion-dollar space bombers - "space operations vehicles" that could be launched from a U.S. base and fire weapons at almost any target on Earth, all within 90 minutes of a presidential order.

LAST MAY 19, well out of the glare of the media spotlight, the stubby 22-foot-long unmanned spacecraft rolled to a stop at 6:17 a.m. on the hot, dry lakebed of NASA's Dryden Flight Research Center at Edwards Air Force Base in California.

It was the seventh and final flight test of the subscale mockup of Boeing's X-37, called the X-40A. The experimental space plane, being tested by NASA but funded in part by the Air Force, had been dropped just two minutes earlier from an Army Chinook helicopter at an altitude of 15,005 feet. It had reached a maximum speed of only 304 mph. None of the numbers was earth-shattering or even remarkable.

What was remarkable, however, was the long-term vision of Air Force planners.

The next generation of America's bomber fleet will be a far cry not only from World War II's B-17 but from the stealthy B-2 bomber as well. Speed to target is likely to be just as high a priority as a bomber's payload in the 21st century.

In interviews and in computerized briefings obtained by NBC News, Air Force planners and others have provided the most complete details yet on the outline of the space bomber program, showing just how it would work, what it could target and what munitions it would use.

This program isn't merely a planner's blue-sky vision. Pentagon officials and Boeing admit it is currently on the table for funding beyond the minimal $16 million the Air Force has already sunk into testing the prototype.

"I think it will be built," says William Martel, a member of the Air Force Scientific Advisory Board and the editor of "Technological Arsenal," a new book about the military's latest technologies. "This is the most advanced of the space operations vehicle programs. It may be 10 to 15 years away, but it fits nicely into (Defense Secretary Donald) Rumsfeld's revolution in military affairs. It gets into defending the high ground, quick strike capability, quantum leaps in technology and the need to focus on Asia."

In June, Rumsfeld directed the Pentagon to investigate "suborbital space vehicles" that "would be valuable for conducting rapid global strikes," according to a Pentagon planning document issued under his name. And as recently as last month, Boeing said it was talking to the Air Force about investing millions of dollars more in Boeing's X-37.

Then, in congressional testimony this month, Gen. Michael Ryan, the Air Force chief of staff, acknowledged that a futuristic "space bomber" is being contemplated by the Pentagon's long-range planners.

Before President Bush came into office, the space bomber idea had a rocky flight.

In 1998, the Clinton administration used a line-item veto to force the Air Force into folding its military spaceplane ambitions into the NASA X-plane program. In return for its minimal investment, the Air Force got an agreement from NASA to increase the X-37's ability to stay on orbit and maneuver, preserving its military utility.

NASA's X-plane testing program is, for now at least, the prototype for the Pentagon's planning. While there was a lot of publicity about the freeze on NASA's X-33 "Venture Star" program this March, two months before the Edwards test, there has been little about the continuation of the military space plane project.

John Pike, director of GlobalSecurity.org and a critic of increasing use of space by the military, says that the Pentagon does not want to draw attention to the program.

"The clandestine aspect is integral to why it would be fun for them," said Pike, referring to Pentagon planners. "While it's not black, it is an awful dark shade of gray. The plan appears to be to sort of acquire a momentum outside of public purview. At other times, that wouldn't be interesting, but with Darth Rumsfeld at the controls, saying, 'We have to control the cosmos,' the practical instrumentalities carry a greater significance."

A 1998 Air Force presentation on reusable launch vehicles says that the commercial benefits of such technology would be so great that Americans won't overly concern themselves with "military spin-offs in space."

A 1998 Air Force briefing on the program argues for encouragement of commercial exploitation of the technologies, such as one-day worldwide mail delivery - followed by a push for the military side. "The American people will be too busy enjoying increased prosperity from hypersonic transportation to (be) overly concerned about 'military spin-offs in space,'" according to the briefing.

Boeing, which has never shied away from discussions of the X-37 as a model for a space bomber, remains optimistic about continued Air Force funding.

"We are having discussions with the Air Force on what its future involvement might be on the X-37," said Erik Simonsen, a Boeing spokesman in Seal Beach, Calif., where the 27.5-foot long unmanned prototype of the space bomber is being built. In 1999, NASA and Boeing announced they would each invest $78.5 million to develop the X-37. The Air Force also invested $16 million in the project. The plane is expected to begin drop-testing from a B-52 next year.

The vehicle, originally characterized as a mini-spaceplane called "Refly," was marketed as a "reusable weapon delivery platform" in an April 27, 1997, briefing to Air Force officials, according to a Boeing computer presentation obtained by NBC News.

Boeing described its ability to be launched on a rocket - preferably on one of its new Delta rockets - to fly across the Atlantic, release its conventionally armed re-entry vehicles over the eastern Mediterranean, and strike targets in Iraq before returning to Earth after one orbit. Similarly, a launch from Vandenberg Air Force Base in California would permit the bombing of targets in Asia on a "once-around" mission, Boeing noted.

A computer mock-up of the "Refly" space plane, taken from a Boeing presentation, shows two conventional weapons -- known as "common aeroshell vehicles" or CAVs -- mounted on the wings. The "Refly" concept lives on in the current X-40A project.

In each scenario, the space bomber is shown fitted with two 1,000-pound re-entry vehicles that could be fired at ground targets.

"We're talking about a quick lethal kill," says Martel, who has taught at both the Air War College and the Naval War College, where he currently works. "It's all in the physics. Something moving at 4 to 6 miles per second from such an altitude has enormous kinetic energy and explosive power. We have enormous capabilities now in terms of re-entry vehicles. So I would argue for purely conventional arms. Everyone pretty much agrees that nuclear arms do not have much military utility."

Indeed, another Boeing computer presentation puts the downward speed of the re-entry vehicle at 24,500 feet per second - nearly 17,000 mph - with an accuracy of around 10 feet. Such missions could be complemented by other war-fighting operations - as Martel says, "kill something in space, track something, bomb up against something, refuel something."

Lt. Col. John E. Ward Jr. of the Air Force Space Command wrote of the space bomber's potential for changing war in "Technological Arsenal."

While noting that true global strike capabilities would not be a likely use for first-generation space bombers, he said "using reusable launch vehicles to launch weapons from space would radically change how states conduct war." The vehicles could reduce the need for F-16s, F-117s and F-15Es, he said.

Martel notes that the real crunch time for the space bomber could come when it moves from development into being a potential threat not just to other nations' targets, but to the U.S. Air Force's Air Combat Command. He observed that the cost of one space fighter could reach $1 billion - or 20 percent more than the B-2 bomber.

"We are not going to have a lot of them," said Martel. "We can't use them in a regular fashion, like we use the aircraft or ships. We are talking in terms of ones and twos and fives. The question is, is there enough special circumstances to justify such expenditures? Ten years from now, if we learn that Iran or Iraq or North Korea is preparing a missile for a launch, we would want that ability to move within 90 minutes.

"The debate is not yet bubbling inside the operations community. It will emerge when the Air Combat Command starts looking at it and asks, 'What are the payoffs, the tradeoffs: Is one of them worth a squadron of F-22 fighters?'"

Pike says there is another tradeoff - and one that is not positive for the United States in general. "The persistent judgment is that we don't need it. It's been discussed in viewgraph land: physically possible, but not militarily useful. Military planning is no longer threat-driven, but technology-driven. Previously, the question was 'What problem will this solve?' Now, it's 'Isn't this astonishing?' The idea is to astonish them.

"It's gratuitously provocative. America has more than enough hegemony as it is. And frankly, military dominance provokes responses. The easy way is to corrupt them with our culture. That's the tradeoff."

SEAL BEACH, Calif., May 15, 2001 -- The Boeing Company today announced it has made substantial progress toward key milestones in the X-37 reusable spaceplane program, initiated under a cooperative agreement signed with NASA in July 1999. Beyond significant fabrication and assembly results, the program has successfully conducted flight tests of the X-40A, a vehicle designed to verify the flight dynamics of the X-37 and reduce risk on the program.

The Boeing-built X-40A Space Maneuver Vehicle, an 85 percent scale version of X-37, recently completed its fifth straight successful test flight at NASA's Dryden Flight Research Center. During the flights, the unmanned X-40A is dropped from a Chinook helicopter from 15,000 feet, and it autonomously acquires the runway and lands in a mode similar to a conventional aircraft. The X-40A uses the GN&O (Guidance, Navigation & Control) algorithms, software, CADS (Calculated Air Data System), SIGI (Space Integrated GPS/INS) and aerodynamic performance maneuvers of the X-37 as well as its mobile FOCC (Flight Operations Control Center). The X-40A will perform a total of seven drop tests to support the low-speed atmospheric flight dynamics of the X-37.

"We are particularly excited about the X-40A flight test phase. The recent series of successful flights has really inspired our team," said Ron Prosser, vice president Advanced Space & Communications for Boeing Phantom Works. "We are building confidence in the systems' autonomous vehicle operations capabilities while acquiring valuable flight data that will verify the subsonic approach and landing characteristics of the X-37 vehicle design. Concurrently, the balance of the X-37 program is making excellent technical progress across the board."

"Prior to performing the flight tests, we verified the software and flight algorithms using our Avionics and Software Simulation Lab in conjunction with the FOCC," said Randy Hein, X-40A project manager for Boeing Phantom Works. "A similar lab will be used to verify the operations of the X-37. In fact, the X-37 lab has recently become operational, with multi-string and redundant hardware now undergoing testing with the first release of the X-37's flight software."

The X-37 is unpiloted, autonomously operated and will be the only X-vehicle capable of conducting on-orbit operations and collecting test data in the Mach 25 (reentry) region of flight. The X-37 will be launched into orbit and will have the capability to remain in space for up to 21 days. It will also serve as a test bed for 40 airframe, propulsion and operation technologies designed to make space transportation and operations significantly more affordable. Potential new commercial and military reusable space vehicle market applications for these technologies range from on-orbit satellite repair to the next-generation of totally reusable launch vehicles.

The X-37 concept permits testing of a wide variety of experiments and technologies, including a highly durable, high-temperature thermal protection system; storable, non-toxic liquid propellants; and important new aerodynamic features, all of which are applicable to future reusable space vehicles. The vehicle's modular design, including a seven foot by four foot experiment bay, will also allow testing of both current and future technologies within the same vehicle, providing long-term cost savings.

"At this point in time the X-37 vehicle is progressing along well," said Dick Cervisi, X-37 program manager for Boeing Phantom Works. "Wind tunnel tests designed to verify the aerodynamic design and performance from Mach 10 to landing speeds are 93 percent complete. In addition, aeroheating wind tunnel tests to verify the methodology of predicting reentry environment are 100 percent complete, and the arc jet testing of our new thermal protection system concepts have matched the predicted values. Over two-thirds of the X-37 design is complete. We're looking forward to beginning final vehicle assembly this summer."

The X-37 will incorporate advanced technologies and processes from throughout Boeing. The graphite/BMI fuselage is being manufactured at the St. Louis facility and the construction of the composite wings is being carried out at the Huntington Beach facility. Eighty-five percent of the composite parts are fabricated, and final assembly of the fuselage structure began last month. Final assembly of the X-37, which is 27.5 feet long with a wingspan of 15 feet, will take place at the Boeing X-Vehicle Assembly facility in Palmdale, Calif.

The first unpowered drop test of the X-37 from a NASA B-52 is planned for 2002 at Edwards Air Force Base, Calif., while orbital tests are planned for 2004.

The X-37 government team, led by the Marshall Space Flight Center, Huntsville, Ala., also includes NASA's Ames Research Center, Mountain View, Calif.; Kennedy Space Center, Fla.; Goddard Space Flight Center, Greenbelt, Md.; Langley Research Center, Hampton, Va.; and Dryden Flight Research Center and the U.S. Air Force Flight Test Center, Edwards Air Force Base, Calif.

ST. LOUIS, Nov. 25, 2002 -- Boeing [NYSE: BA] has announced that it was awarded a NASA contract to continue development of the X-37 reusable spaceplane and conduct atmospheric and orbital flight tests.

Under this $301 million Space Launch Initiative contract, which includes options through 2006, Boeing Phantom Works will complete the final assembly of the X-37 Approach and Landing Test Vehicle and conduct an atmospheric flight test in April 2004. The contract also initiates a design for an additional X-37 long-duration orbital vehicle, currently scheduled to be inserted into low Earth orbit by a Delta II booster in July 2006.

"This award solidifies our commitment to long-term development of next-generation launch technologies," said Ron Prosser, vice president of Boeing Integrated Defense Advanced Systems. "We look forward to being part of NASA's long-range plans to achieve safe, low-cost and dependable access to space. The X-37 will provide the initial technologies to help carry out this strategy."

All Boeing X-37 activities are structured to mature technologies needed for a future orbital space plane, and are designed to reduce risks for future reusable space transportation systems.

"Working with NASA, our team went the extra mile to preserve what we believe is a vital program. The contract provides the X-37 program with a concrete roadmap for the future, and we are extremely pleased," said Kevin Neifert, division director of Advanced Space and Launch Systems for Phantom Works.

Currently in final assembly at the Boeing Phantom Works X-Vehicle Assembly Facility in Palmdale, Calif., the X-37 is 27.5 feet in length and has a wingspan of 15 feet. During April 2004, the X-37 Approach and Landing Test Vehicle will be dropped from a NASA B-52H at 45,000 feet and perform an autonomous landing on an Edwards Air Force Base runway. The test will verify the X-37's flight dynamics and also extend the flight envelope beyond the low speed/low altitude tests carried out successfully by the sub-scale X-40A Space Maneuver Vehicle during 2001.

When fielded, the unpiloted and autonomously operated X-37 will be the only X-vehicle capable of conducting continuous on-orbit operations for up to 21 days. In addition, the vehicle will serve as a test bed for approximately 30 airframe, propulsion and operation technologies and gather test data in the Mach 25 (reentry) region of flight.

Within the airframe itself, a variety of experiments and technologies will be tested, including a highly durable high-temperature thermal protection system and important new aerodynamic features. Its modular design also includes a seven-foot by four-foot bay for other experiments.

The X-37 government team is led by NASA's Marshall Space Flight Center, Huntsville, Ala., and also includes NASA's Ames Research Center, Moffet Field, Calif.; Kennedy Space Center, Fla.; Goddard Space Flight Center, Greenbelt, Md.; Langley Research Center, Hampton, Va.; Dryden Flight Research Center; and the U.S. Air Force Flight Test Center, Edwards Air Force Base, Calif.

Boeing Phantom Works is the catalyst of innovation within the company. By working with the company's business units it provides advanced solutions and innovative, breakthrough technologies that reduce cycle time and cost while improving the quality and performance of aerospace products and services.

The Boeing Company is the world's largest manufacturer of satellites, commercial jetliners and military aircraft. In terms of sales, Boeing is the largest exporter in the United States. Total company revenues for 2001 were $58 billion.

A robotic space plane was dropped today at high altitude, touching down under autonomous control, but encountered difficulties on landing and rolled off the end of a runway.

After several attempts, weather and technology merged today for a successful drop test of the X-37, a project of the Pentagon’s Defense Advanced Research Projects Agency (DARPA) and the Space and Intelligence division of the Boeing Company, with limited support from NASA.

According to Boeing spokesman, Joe Tedino, the DARPA-sponsored X-37 Approach and Landing Test Vehicle (ALTV) did conduct its first drop test today.

The ALTV successfully executed its autonomous landing profile, Tedino told SPACE.com, “but the vehicle experienced an anomaly after touchdown at Edwards Air Force Base, California and departed the end of the runway. The ALTV flight team is assessing the situation and reviewing test data. No further information is available at this time.”

According to Jan Walker of DARPA External Relations the White Knight and ALTV took off from the Mojave, California airport at 6:30 a.m. Pacific Daylight Time (PDT). At 7:28 a.m. PDT, White Knight released ALTV within the Edwards Air Force Base test range airspace at an altitude of 37,000 feet.

After release, the ALTV touched down on runway 22 at Edwards AFB at 7:31 a.m. PDT.

“ALTV’s autonomous landing sequence and initial touch-down were flawless and fully according to plan,” Walker reported, “but ALTV did not stop in the distance expected and rolled off the end of the runway. ALTV’s steering was nominal for the full length of the runway.”

The cause of the incident is not yet known, with the ALTV flight team now engaged in assessing the situation, Walker said.

“All flight data has been recovered from ALTV. There was minor damage to ALTV—the nose landing gear is heavily damaged but the main landing gear and aircraft appear structurally intact,” Walker explained in the statement.

The early morning drop of the unpiloted X-37 took place high above the desert landscape in the Mojave, California area. The drop took place at about 37,000 feet, accomplished by taking the space plane skyward, tucked underneath the Scaled Composites White Knight carrier plane.

White Knight is operated by Scaled Composites of Mojave, California—the pioneering firm that used the same mothership to tote SpaceShipOne to altitude for release. It was SpaceShipOne, also designed by the firm that snagged the $10 million Ansari X Prize by back-to-back piloted suborbital flights in 2004.

The robotic space plane is classed by DARPA as the Approach and Landing Test Vehicle and has been at the inland spaceport in Mojave, California since mid-April of last year.

The White Knight/X-37 mated combination has undergone a series of taxi and flight hops in preparation for today’s first release of the vehicle. But the craft’s first drop test was plagued several times by local bad weather, as well as telemetry issues between the vehicle and ground controllers.

In the late 1990s, the X-37 was a NASA-sponsored project—part of a planned series of flight demonstrators dubbed Future X.

At that time, the Boeing-built X-37 was advertised as an unpiloted, autonomously operated vehicle designed to conduct on-orbit operations and collect test data in the Mach 25 (reentry) region of flight.

Early plans for the X-37 called for it to be ferried to orbit by the space shuttle or a throw-away launch vehicle. Once free in Earth orbit, the craft would remain in space for up to 21 days, carrying out a variety of experiments before reentering the atmosphere and landing on a conventional runway.

Those plans were eventually cancelled, with NASA transferring its X-37 technology demonstration program to DARPA in late 2004.

NASA determined that the X-37 ALTV did not meet the goals of the Vision for Space Exploration and as a result transferred the program to DARPA. NASA’s only role in the drop tests is as a technical advisor, despite the large NASA logo on the vehicle.