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Have Dash
Have Dash
Have Dash
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Have Dash was a program conducted by the United States Air Force for the development of a stealthy air-to-air missile. Although the Have Dash II missile appears to have been flight tested, the results of the project remain classified, and no mass production is known to have been undertaken.

Key Information

Have Dash I

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Have Dash I was a classified project to develop an air-to-air missile for use by stealth aircraft.[1] The concept, developed by the USAF Armament Laboratory between 1985 and 1988,[2] was extensively studied but failed to produce any flying hardware.[3]

Have Dash II

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Have Dash II, initiated in 1990, was a renewed effort to develop a stealthy air-to-air missile, intended to be used by the Advanced Tactical Fighter – the YF-22 and YF-23 – and to replace the AIM-120 AMRAAM in service.[1]

Have Dash II was designed with a composite body, trapezoidal in shape. This was intended both to reduce the missile's radar-cross-section[3] and to resist heat at hypersonic speeds, as the missile was intended to operate at Mach 5.[1] The body shape also allowed flush external carriage aboard the launching aircraft, and provided aerodynamic lift, making the missile more maneuverable.[3]

The prototype Have Dash II missiles were recoverable,[1] and utilised Rocketdyne Mk 58 solid-fueled rocket motors of the same type used by the AIM-7 Sparrow.[3][4] Production missiles were expected to be powered by a ramjet engine,[1] and would use inertial navigation during the cruise phase of flight, with a dual-mode infrared/active radar seeker head for terminal guidance.[3]

Flight testing of the prototype Have Dash II missiles was expected to begin in 1992;[1] it appears that the testing was conducted, with the missile being considered for further testing of advanced air-to-air missile concepts.[2] However, no results of the test firings have been declassified, and no subsequent developments to the program have been reported.[3]

References

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Have Dash

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Have Dash was a research and development program initiated in 1985 to explore advanced technologies for a stealthy, long-range capable of evading modern detection and engaging targets at extended distances. The program's Have Dash II phase, launched in 1990, contracted Ford Aerospace's Aeronutronics division (later acquired by Loral) to design and build flight-test prototypes intended for integration with next-generation fighters like the . Key design innovations included a radar-absorbing composite with a flat-surfaced trapezoidal cross-section for reduced cross-section (RCS), four folding tail fins for aerodynamic stability, and compatibility with external flush-mounting on to minimize drag and visibility. The missile incorporated a dual-mode seeker combining inertial navigation, , and active- guidance, along with a bank-to-turn enabling extreme 50g maneuvers, far exceeding those of contemporary weapons like the . Powered by an MK 58 MOD 5 solid-fueled rocket motor, it achieved speeds of Mach 4 and a range of approximately 50 km (30 miles), with overall dimensions of 3.6 m in length and 180 kg in weight. Flight testing of Have Dash II prototypes occurred around 1992–1993, demonstrating the feasibility of its stealth and kinematic performance, but the program was discontinued shortly thereafter without advancing to full-scale production or operational deployment.

Program Overview

Background and Objectives

The Have Dash program originated in the mid-1980s as part of the Air Force's efforts to address escalating threats from advanced Soviet fighters, including the and , which demonstrated superior maneuverability and beyond-visual-range engagement capabilities that challenged existing U.S. air superiority assets. These aircraft, entering service in the early 1980s, prompted the USAF to prioritize low-observable technologies for both platforms and armaments to maintain a technological edge in potential conflicts over contested . The broader tensions underscored the need for missiles that could engage such threats without compromising the launching aircraft's radar signature. The primary objectives of Have Dash centered on developing a stealthy air-to-air missile (AAM) with a significantly reduced cross-section (RCS) to enable internal carriage within stealth fighter bays, thereby preserving the host aircraft's low-observability profile during missions. Key performance goals included achieving speeds exceeding Mach 4 and a range of up to 30 miles (approximately 50 km), allowing engagements at extended distances against high-value targets like advanced enemy fighters. The missile was envisioned as a complement or potential successor to the AIM-120 Advanced Medium-Range (AMRAAM), incorporating advanced guidance and propulsion to enhance lethality in high-threat environments. This initiative aligned closely with the USAF's (ATF) program, launched in 1981, which sought to field a fifth-generation capable of penetrating deep into defended airspace against Soviet air defenses. Have Dash emphasized compatibility with ATF internal weapons bays to avoid external drag and RCS penalties, ensuring seamless integration for air dominance operations amid Cold War-era tensions. The program unfolded in sequential phases, Have Dash I and II, focusing on conceptual studies and hardware demonstrations.

Development Timeline

The Have Dash program emerged in the mid-1980s amid U.S. efforts to explore stealth-compatible technologies for emerging advanced fighters. Have Dash I commenced in 1985 under the oversight of the USAF Armament Laboratory at , , involving conceptual studies, testing, radar cross-section evaluations, and ground qualification tests. This phase concluded in 1988, yielding a foundational concept derived from prior Enhanced Maneuverability Missile Advanced Technology (ERMAAT) studies. Transitioning from theoretical exploration to practical hardware development, Have Dash II was initiated in 1990 to address integration needs for amid shifting post-Cold War threat landscapes. The USAF Wright Laboratory Armament Directorate awarded the primary contract to Ford Aerospace's Aeronutronics division (subsequently acquired by Loral) in , with funding allocations linked to the (ATF) program. Key milestones in Phase II included the 1990 contract award for building flight-test vehicles incorporating advanced guidance, composite structures, and bank-to-turn autopilot systems, alongside planning for integration with the ATF prototypes YF-22 and YF-23. of three prototype missiles commenced in 1992, originally slated for F-111 carriers but shifted to F-16s, demonstrating the program's adaptive progression.

Have Dash I

Initiation and Studies

The Have Dash I program was initiated in 1985 by the Armament Laboratory at , , serving as a proof-of-concept effort for stealthy air-to-air missiles (AAMs). This phase emphasized theoretical exploration to assess the viability of low-observable missile designs compatible with emerging platforms. The scope of the studies encompassed wind tunnel testing to evaluate aerodynamic performance, radar cross-section (RCS) modeling to predict detectability, and material analysis focused on radar-absorbent composites for reduced signatures. Particular attention was given to low-observable body shapes to minimize frontal RCS while maintaining structural integrity. Air Force engineers at the Armament Laboratory led these efforts, leveraging facilities at Eglin AFB for computational modeling of airflow over low-observable configurations and stability assessments without physical prototypes. Conducted from 1985 to 1988, the program produced detailed feasibility reports outlining conceptual designs and performance projections, but no hardware prototypes were developed due to budgetary limitations and a deliberate emphasis on theoretical validation. These outputs informed the subsequent Have Dash II phase starting in 1989, highlighting the challenges of balancing stealth, , and guidance in a compact AAM form factor.

Key Findings and Limitations

The Have Dash I studies demonstrated that significant cross-section (RCS) reductions could be achieved through the use of composite materials and faceted designs, which minimized reflections by aligning surfaces away from incoming signals. Conceptual analyses revealed the potential for high-speed performance using solid-fuel , providing extended range and rapid engagement capabilities. Early modeling explored low-observable shapes to enhance aerodynamic and maneuverability without compromising the RCS, allowing for controlled flight paths in contested environments. However, a primary challenge emerged in balancing stealth features with required maneuverability, as faceted geometries that reduced RCS often limited turning radii and responsiveness during terminal phases of intercept. Limitations of the Phase I efforts included the prohibitively high costs of advanced composite materials, which strained development budgets without yielding production-scale feasibility. Simulations also highlighted aerodynamic at high angles of attack for proposed low-observable variants, raising concerns over control authority. Critically, the absence of empirical flight data due to the lack of physical prototypes underscored uncertainties in real-world performance, prompting recommendations for a follow-on phase with hardware validation. These findings ultimately informed missile bay requirements for the (ATF) program, validating the conceptual viability of a stealthy while emphasizing the necessity of empirical testing to address unresolved technical risks.

Have Dash II

Design and Contractors

The Have Dash II program marked a transition from conceptual studies to practical development, with primary responsibility assigned to Ford Aerospace's Aeronutronics Division, which later became part of Loral following its acquisition in 1990. This contractor led the overall design and fabrication efforts, building vehicles (FTVs) under a contract awarded in 1990 by the U.S. Air Force's Wright Laboratory Armament Directorate at . Collaboration extended to Rocketdyne for the propulsion system, which provided the Mk 58 solid-fueled rocket motor adapted from the missile, and to the USAF for system integration and testing support. Design philosophy for Have Dash II emphasized compatibility with emerging stealth fighters, such as the prototypes (YF-22 and YF-23), prioritizing internal carriage to maintain low observability. The adopted a trapezoidal cross-section with predominantly flat surfaces—except for the —to minimize cross-section (RCS), constructed entirely from radar-absorbing composites for both stealth and structural efficiency. Four folding tail fins provided stability and control, while the overall configuration incorporated a shape to enhance aerodynamic without compromising stealth features. Key innovations included a modular seeker and assembly, allowing adaptability for different mission profiles, with a dual-mode ( and active-radar) terminal system integrated alongside an inertial navigation unit. The was engineered for potential air-breathing in production variants, such as a rocket-ramjet combination, while the prototypes relied on the solid rocket for initial validation. A bank-to-turn leveraged the asymmetric for improved maneuverability, distinguishing it from traditional finned missiles. The development process spanned 1990 to 1992, beginning with a design phase that utilized (CAD) modeling to balance stealth and aerodynamic requirements, informed briefly by the foundational Phase I studies on advanced concepts. Subscale prototypes and testing validated these trade-offs, leading to the construction of full-scale FTVs with folding mechanisms for fins and launch lugs to facilitate aircraft integration. This iterative approach ensured the missile's low-drag, conformal design suited internal bays, culminating in preparations for flight tests by late 1992.

Technical Specifications

The Have Dash II missile measured 3.6 meters (12 feet) in length and had a launch weight of 180 kilograms (400 pounds), making it compact enough for internal carriage in bays. Prototype test vehicles were powered by a solid-fuel Rocketdyne MK 58 MOD 5 rocket motor, similar to that used in the , providing initial boost propulsion. The airframe was designed to accommodate an integral rocket/ engine for production variants, enabling sustained supersonic cruise after the initial rocket burn. The missile was projected to achieve a top speed exceeding Mach 4 with an effective range of 50 kilometers (30 miles), supported by an during cruise and a dual-mode seeker combining active and guidance for terminal homing. This configuration incorporated low-probability-of-intercept (LPI) features to minimize detectability. The design also enabled high maneuverability, up to 50 g with a bank-to-turn . Stealth characteristics were central to the design, featuring a radar-absorbing graphite composite fuselage and a flat-surfaced trapezoidal cross-section to achieve a low radar cross-section (RCS). Infrared signature reduction was pursued through exhaust cooling and material choices that resisted heat at high speeds. Four folding tail fins provided stability and control while maintaining a low RCS profile, and the missile was optimized for flush external or internal carriage on platforms like the Advanced Tactical Fighter (ATF) to preserve aircraft stealth.

Testing and Evaluation

The testing and evaluation of the HAVE DASH II missile commenced with ground-based experiments in the early 1990s, focusing on aerodynamic and structural performance. At , eight scale models underwent aeroballistic range tests in the Aeroballistic Research Facility (ARF) and Ballistic Experimentation Facility (BEF), achieving velocities from Mach 0.98 to 1.91 using a high-performance , while subsonic evaluations employed a compressed air with approximately 85% efficiency. These trials collected pressure curve data to assess flight characteristics, with ongoing analysis using the ARFDAS program as of 1993 to validate the design's maneuverability. Radar cross-section (RCS) evaluations were integral to the program, leveraging the missile's composite fuselage and trapezoidal cross-section for stealth characteristics, though specific measurements in anechoic chambers remain classified. Propulsion assessments during ground tests confirmed the viability of surplus MK 58 MOD 5 solid rocket motors from missiles for prototype demonstrations, while the airframe was optimized for future integration to achieve air-breathing capabilities. Captive-carry flight tests began in 1992 at Eglin AFB using F-16 aircraft, verifying structural integrity, electrical compatibility, and carriage handling with a modified pylon. These aerodynamic trials demonstrated the bank-to-turn logic and enhanced maneuverability of the nonaxisymmetric configuration, essential for maintaining flow in potential ramjet-powered variants. Classified results from the evaluations indicated that RCS reduction goals were met through the composite materials and shaping, with speed and range targets of Mach 4 and 50 km achieved in simulations and early flights. However, challenges with integration persisted, as prototypes relied on without full resolution of air-breathing complexities before program termination. The effort was limited to a small number of prototypes—all expended in single-use tests, with no live-fire intercepts conducted due to the program's focus on and subsequent cancellation.

Cancellation and Legacy

Reasons for Termination

The termination of the Have Dash program in late 1992 was driven primarily by the end of the , which diminished the strategic urgency for pursuing advanced stealth air-to-air missiles amid a reduced threat from large-scale Soviet aerial forces. Post-1991 budget constraints further pressured the U.S. Department of Defense to prioritize cost-effective enhancements to existing systems, such as upgrades to the , over high-risk developmental efforts like Have Dash. Technical challenges compounded these issues, with estimated production costs potentially exceeding those of contemporary missiles due to the stealthy graphite-composite design. A major factor was the loss of all three flight test vehicles during 1992 testing, each expended after a single flight due to various issues, preventing full evaluation and raising reliability concerns. Integration difficulties arose from shifts in test platforms, such as from the F-111 to the F-16 following Desert Storm. Politically, 1992 Department of Defense reviews shifted focus toward versatile, multi-role weapon systems rather than niche stealth technologies, exacerbated by the 1990 merger of prime contractor with Loral, which disrupted ongoing momentum. The official cancellation occurred in late 1992 without advancing to , with remaining assets archived for potential future use; failed to demonstrate sufficient success to justify continuation.

Influence on Subsequent Missile Programs

Despite its cancellation, the Have Dash program contributed key technologies to later U.S. developments, particularly in stealth design and control systems. The program's emphasis on radar-absorbing composite materials for the , which reduced the missile's cross-section (RCS) through a trapezoidal shape and radio-frequency-absorbent construction, informed subsequent efforts in low-observable munitions. These composite techniques were explored for broader application in stealth-compatible weapons, accelerating their adoption in U.S. programs during the and . The bank-to-turn (BTT) developed for Have Dash II, utilizing modern for enhanced maneuverability up to 50g, demonstrated potential for integration into existing systems like the . evaluations considered this BTT technology for AMRAAM's pre-planned product improvement phases, including free-flight tests to assess its viability for upgrades in steering and stability. This control approach allowed for more efficient turns by banking the missile like an , improving performance in high-agility scenarios. Have Dash II's design prioritized conformal carriage for low-drag, external mounting on advanced fighters, which influenced stealth integration concepts for platforms like the F-22 Raptor. The missile's flat-sided geometry and folding fins facilitated compatibility with bays, contributing to specifications for internal weapons storage that minimized RCS penalties during launch. Although primarily external-focused, these features shaped classified U.S. Air Force (AAM) developments in the 2000s by providing early data on shapes for twice the maneuverability of contemporary missiles like the AMRAAM. The publication of details on the Have Dash program in Andreas Parsch's 2005 article on U.S. project designations, which compiled available information, has supported academic and industry research into stealth missile technologies. This release enabled analysis of the program's dual-mode seeker (inertial with /active-radar homing) and solid-fueled adaptations, fostering innovations in composite airframes and high-speed for later munitions. Such insights paralleled advancements in programs exploring air-to-air roles for versatile s, emphasizing reduced and extended range.
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