The future is speeding towards us faster and faster. To most Americans, rapid advances in technology are viewed as part of our culture therefore considered commonplace nowadays. New technologies improve our quality of life at home, and others in such areas as education, business, industry, health care, information, and law enforcement. Many of these technological advances occur in an evolutionary manner such as with automobiles and computer software. Occasionally a revolutionary technology appears on the horizon creating startling new conditions and profound changes. Enter the Moller Skycar. With permission from the inventor, the author will delve into the military potential associated with this vehicle. Please understand that the potential private and commercial uses of this type vehicle are limitless, but this discussion will focus only on its future military applications.

In this article, the Moller Skycar will be referred to as the LAMV (pronounced LAMVEE) which stands for Light Aerial Multi-purpose Vehicle. The LAMV is a vertical take-off and landing aerial vehicle that is capable of flying in a quick, nimble, quiet, and agile manner. The LAMV is a new type of vehicle that combines the speed of an airplane, the vertical take-off capability of a helicopter, and some characteristics of a ground vehicle without the limitations of either. The LAMV is not operated like traditional fixed or rotary wing aircraft. The LAMV has only two hand-operated controls which the operator uses to direct the redundant, computer control system to carry out desired flight maneuvers. The left-hand control twists to select desired operating altitude and moves fore and aft to select rate of climb. The right-hand control twists to select direction and moves side-to-side to provide traverse movement during hover and early transition. The same control moves fore and aft to determine speed and braking. Simply put, the LAMV is user-friendly.

The projected specifications of the first futuristic LAMV are:

Passengers...4.

Top speed @ 6,000 feet altitude...390 mph.

Cruise speed @ 25,000 feet altitude...350 mph.

Maximum rate of climb...6,400 feet per minute.

Maximum range...900 miles.

Payload (including fuel)...875 pounds.

Passenger miles per gallon...80.

Gross weight...2,200 pounds.

Ground dimensions (L x W x H)...18' x 10' x 6'.

Operational ceiling...30,000 feet

Noise level at 500 feet...65 dba (acoustic stealth).

Vertical take-off and landing...yes.

Multi-fuel capability...yes.

Emergency airframe parachutes...yes.

Safety, of course, is most important. The LAMV design incorporates a number of safety features. For starters, the LAMV has multiple engines. Unlike any light helicopter or airplane, the LAMV has multiple engine nacelles, each with two computer controlled Rotapower engines. These engines operate independently and allow for a vertical controlled landing should either fail.

The LAMV has redundant, independent computer systems for flight management, stability, and control. Two airframe parachutes deploy in the event of a catastrophic failure (malfunction or damage by hostile fires) of the vehicle. With these parachutes, the operator, soldiers, and the LAMV itself are recovered safely. Wankel-type rotary engines are very reliable as a result of their simplicity. The three moving parts in a two-rotor Rotapower engine are approximately seven percent of those in a four-cylinder piston engine. Each nacelle fully encloses the engines and fans, greatly reducing the the possibility of injury to soldiers near the vehicle. Multiple systems check fuel for quality and quantity and provide appropriate warnings. The LAMV lands on virtually any solid surface.

The LAMV is aerodynamically stable. In the unlikely event that insufficient power is available to land vertically, the LAMV's stability and good glide slope allow the operator to maneuver to a safe area before using the airframe parachutes. Since computers control the the LAMV flight during hover and transition, the only operator input is speed and direction. Undesirable movement due to wind gusts is automatically prevented.

The potential economic attributes of the LAMV are worthy of mention. The fuel efficient engines and the ability to operate on various fuels result in lower fuel costs. The LAMV uses one quarter the fuel per passenger mile when compared to the tilt-rotor V22 Osprey or high performance helicopters. The acquisition cost is a significant factor also. The LAMV's purchase price per passenger seat is projected to be approximately eight percent of that for the 30-passenger V22 Osprey.

Now, let's highlight the LAMV's potential military uses - - aerial medical evacuation platform, aerial reconnaissance vehicle, command and control vehicle, search and rescue vehicle, SOF insertion vehicle, air assault operations vehicle, airborne operations vehicle, forcible entry operations vehicle, mobility and maneuver support vehicle employed by military police, communications retransmission node, battlefield distribution vehicle for unit resupply, individual and crew replacement transport vehicle, weapons platform, non-combatant evacuation operations (NEO) vehicle, battlefield contractor transport vehicle, and battle damage assessment vehicle.

Consider the LAMV use in a contingency operation. An adversary would have great difficulty determining the type force approaching and that force's destination(s) and intention(s). If the adversary did realize our intentions, the senior enemy commander would not have time to react. Imagine a forcible entry and early entry CONUS {Continental US}-based force package self-deploying overseas in LAMVs with short halts along the way at seaborne resupply vessels or at land bases to refuel. Within hours, the force package is at its objective area. This concept reduces dramatically the Army's dependency on USTRANSCOM for strategic airlift and on the geographical CINC (Commander-in-Chief) for intra-theater airlift support. Overall speed of force closure is improved dramatically. This enhances the senior commander's ability to conduct multiple, simultaneous operations in his battlespace with an accelerated operational tempo that precludes the adversary from achieving his goals. Dependency on Aerial/Sea Ports of Debarkation (A/SPODS) is reduced. The Army's battlefield distribution (BD) concept benefits tremendously by rapid movement of commodities when and where needed across a widely dispersed battlespace. Both air and ground main supply routes (MSRs) would exist throughout the battlespace. The MSRs in the air change as missions and situations dictate. Eventually, small multi-commodity shipping containers could be designed for transport by either LAMVs or an even more futuristic medium or heavy aerial mobility vehicle. Consider a new type of transportation unit equipped with LAMVs for aerial distribution. Many types of land mines used to block convoy movements today would become less of a concern for logisticians and engineers since MSRs in the sky could be used. Consider moving contractors around the battlespace in LAMVs to perform their tasks. Basically, the LAMV concept promotes a smaller, more agile, and more effective sustainment presence within a supported battlespace.

Consider the LAMV working in unison with the Army's Future Combat System (FCS). The LAMV could become an integral component of the overall FCS employment concept. The operator of the LAMV could actually be a member of the FCS crew or unit. The LAMV in this role would provide multiple benefits - - recon, resupply, medevac, and maintenance support. Could the LAMV itself become a future combat weapon system platform? Could this innovative technology force major changes in joint and Army doctrine, training, leader development, organizations, materiel, and soldier programs?

Of course, the LAMV brings with it some obvious challenges. Limited payload is a negative factor. Army airspace command and control (A2C2) is made more complicated. Joint Force Air Component Commander (JFACC) issues require resolution. Of course, LAMV support issues as well require resolution. For example, operator selection and training, leader training, employment doctrine, LAMV basis of issue plans, and life cycle management are realities requiring the Army's attention.

As mentioned earlier, the military possibilities are startling once this technology matures. We in the Army combat service support (CSS) "futures" arena are encouraged by the developments so far. The LAMV (a ruggedized Moller Skycar variant) can become a reality in our Army and possibly in the other Services as well. Without any doubt, this technological innovation will succeed internationally in the private, commercial, and military sectors. Hopefully, the U.S. Army will be the world's first army to embrace and exploit this technology. But sooner rather than later, this aerial vehicle technology will reach across time to affect all of our lives. It is just over the horizon.

by Colonel Larry Harman

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