The Navy originally contemplated a variety of THAAD variants for its theater missile defense system before settling on the SM-3 design.
Photos: Johns Hopkins APL
Something I haven't seen much of was the SM-2 block IVA.
Photo: APL
The Block IVA, and THAAD, were some of the few interceptors designed with IR seekers for interception within the atmosphere.
Photos: APL
But Block IVA was unique in employing an infrared seeker AND radar for guidance.
The aerodynamic friction involved in these regimes made it difficult to keep the sensor window cool enough for the IR seeker operate. Bottom left illustrates heat-induced optical distortions for domed sensor windows.
Photos: APL/NATO
Some more photos of SM-2 IVA sensor window testing setups, in the CUBRC LENS tunnel in NY. The SM-2 IVA program was cancelled in the early 2000s.
Photos: NATO
But at higher speeds, such as for THAAD (pictured on sled test?), you need a sensor window with active cooling to deal with the heat. Designs usually involve a flat plane of sapphire, spinel, etc. with coolant microchannels or an external coolant spray.
The Army's Advanced Interceptor Technology program in the 90s tested a variety of window technologies for maturing THAAD and future atmospheric interceptor systems.
NATO diagram with some 1990s seeker head designs.
Why is this important? To intercept a hypersonic weapon with a hit-to-kill missile, you'll need a seeker to survive the heat. Since hypersonic weapons can maneuver, you'll need to expose the seeker early to begin endgame tracking. This means more heat and more stress.
There's an ongoing debate over whether you could save cost by relieving the accuracy requirements of an interceptor. With an explosive warhead, you could potentially lower the requirements for an IR seeker. Radar is another option.
But there are other tradeoffs: in total system weight and kill assessment. Heavier payloads -> larger boosters -> more weight/cost. And the faster you can assess whether you've hit a target, the less likely you'll need to launch a second interceptor to assure kill.
Sensor windows are just one of many tradeoffs involved in developing a hypersonic defense, and a key aspect in MDA's current considerations over the need for hit-to-kill.
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Dr. Gillian Bussey reveals ongoing work on HyFly 2 airbreathing hypersonic weapon at IDGA Hypersonic Summit. Intended for use on carrier-based aircraft. Original HyFly program ended w/ unsuccessful flights in 2006, 2007. HyFly 2 completed Critical Design Review in the last year.
HyFly uses a Dual Combustion Ramjet, a hydrocarbon propulsion tech developed by JHU APL in 70s/80s and matured through HWT and ARRMD programs. Uses 2 sets of scoops & combustors for supersonic and subsonic combustion, allowing for performance over wider speed range up to Mach 6.
The Navy successfully tested a 50%-scale HyFly engine, FASTT, in 2005.
More detail on Army-Navy cooperation for C-HGB/LRHW from this year's Hypersonic Weapons Summit. Both expected to share Navy-developed 2-stage booster.
More on the basing modes: Army expected to have battery of 2-round launchers for a total of 8 rounds/battery. Navy will certify cold-launch system for Virginia Payload Module.
Map of C-HGB flight tests and the test vehicle configuration.
Here's how the *estimates* have changed since the 2019 report (pictured):
SRBM: ±0 launchers, missile est. less specific
MRBM: ±0 launchers, missile est. less specific
IRBM: +120 launchers, +40 to 120 missiles
ICBM: +10 launchers, + 10 missiles
Recent firing of the Naval Strike Missile from USS Gabrielle Giffords reveals interesting serrated detail on the intake section.
Photo credit: U.S. Navy
More detail here. As @larthallor says, the photo could imply that multiple materials were used. This isn't groundbreaking; a similar approach was used on the SR-71. It could also be that the leading edge serration angles are optimized for different frequencies.
@larthallor And here's a cutaway of the NSM in its deck-mounted launch canister, illustrating its propulsion, fuel tank, warhead, and other systems.
1) 500 follower special: Let's talk about wind tunnel testing for reentry vehicles. Pictured: unnamed RV in NASA Langley's high-temperature structures tunnel. Test section diameter: 8 feet.
Photo credit: NASA
2) The flight regimes for strategic RVs are incredibly harsh. In 30 - 45 seconds, the RV reaches speeds up to 7km/sec and ~200g acceleration loads. For reference, an AMRAAM reaches around ~1.5km/sec.
Photo credit: DTIC
3) Hypersonic velocities are unattainable thru turbine-driven facilities. Instead, hypersonic tunnels store pressurized gas and blow them through expansion nozzles for short duration. The gas is then collected in vacuum chambers, like these at NASA Langley.