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The Scaled Composites ARES is a demonstrator aircraft built by Scaled Composites. ARES is an acronym for Agile Responsive Effective Support.

Key Information

Development

[edit]

In 1981, U.S. Army Aviators Jim Kreutz and Milo Burroughs undertook a study for a low cost battlefield attack aircraft (LCBAA), as they felt the close air support aircraft available were inadequate to support the U.S. Army operations. They decided that a fixed-wing aircraft with excellent maneuvering capabilities at very low altitudes and resistance to stall would be necessary.

Burt Rutan joined their study to design an aircraft to meet the requirements with a two-phase program. The first phase was the preliminary design of LCBAA, while in the second phase the Long EZ aircraft was modified to serve as a technology demonstrator. The original layout was of a low wing canard configuration, aircraft powered by a pusher turboprop, and built around a 30 mm Gatling gun capable of destroying light armored vehicles. It was decided that as much military hardware as possible would be used in the design.

When a Pentagon official promised that they would evaluate his aircraft if he built it, he built a demonstrator aircraft in 1986.

By this time the aircraft had changed significantly. It retained the general configuration, but now had a single Pratt & Whitney Canada JT15D-5 turbofan engine rather than a turboprop as the propeller was vulnerable to debris kicked up by the nosewheel.

A GAU-12/U 25 mm rotary barreled cannon was mounted in the aircraft to the right of the nose in a concave recess under the cockpit. The concave recess trapped gun exhaust gases, creating a pressure buildup in the recess which pushing the aircraft's nose to the left, cancelled the recoil of the large cannon, which otherwise pushed the nose to the right. To prevent exhaust gases from the gun entering the engine intake and reducing engine performance, the engine intake was located on the left side of the nose, opposite the cannon making the aircraft asymmetric. Thrust was redirected to the centerline via a series of ducts, which also reduced the infrared signature.

After Beechcraft sold Scaled Composites back to Rutan, he chose to complete the project with company funds. This aircraft was renamed ARES, and first flew on February 19, 1990, piloted by Scaled Composites test pilot Doug Shane. Since then it has flown more than 250 hours, and met its original design specifications for performance and range. In 1991 under US Air Force contract, the ARES 25 mm cannon was installed and during testing the cannon performed well but the ARES remains a private project.

After an appearance in the movie Aces: Iron Eagle III as a fictional Me 263 fighter, the aircraft has become a commercially available research test bed. The aircraft was stored in December 2000 at the Mojave Spaceport until Scaled Composites became a Northrop Grumman subsidiary and flown again on March 7, 2008.[1]

Design

[edit]

The ARES is of canard configuration to enable safer flight at low altitude. The foreplane provides pitch control and is designed so that it reaches critical angle of attack sooner than the main wings, protecting the aircraft from stall while full roll control is retained. The foreplane has a wingspan of 19.2 feet (5.85 m) and is unusual in being swept 7 degrees forward from its attachment point behind the cockpit.

The main wing has a span of 35 feet (11 m) and a reference area of 191 sq ft (17.7 m2), not including the strakes. It is swept aft 16 degrees at the leading edge. The strakes are swept 49 degrees at the leading edge. These strakes, combined with a wet wing center-section area, form the bulk of the 2,200 pounds (1,000 kg), approximately 333 US gallons or 1,260 litres) fuel capacity. The wing has conventional ailerons on the outboard trailing edge, and spoil-flaps (similar to the dive-brake flap) on the inboard trailing edges. The ailerons are actuated by push-rods, and the spoil-flaps are hydraulically operated.

Directional stability is provided by twin boom-mounted fins, each of 18 sq ft (1.7 m2). area. Each has a cable-actuated rudder at its trailing edge. The rudder actuation system also drives the full-time mechanical nosewheel steering for ground operations.

The engine inlet is another major unique feature of ARES. Since gun gas ingestion posed significant problems in other aircraft development programs (like A-10), the configuration of ARES was designed to avoid this problem: the engine inlet is entirely contained on the left side of the aircraft, and the gun is installed on the right side. The inlet has a circular cross section, and is straight into the fan face. The engine is mounted slightly transversely in the fuselage, with an 8-degree misalignment from the aircraft's longitudinal axis.

The engine exhaust is turned back to the longitudinal axis by a curved composite tailpipe. A composite tailpipe was to help get the gun recoil reaction closer to the aircraft lateral center of gravity (CG) location, the gun is sub-merged as deeply as practical into the right side of the fuselage. Also, the fuselage is not centered about the aircraft centerline, but is offset to the left by three inches (7.6 cm). This results in the firing barrel of the gun being only about 18 inches (46 cm) from the lateral CG. This minimizes the yaw movement caused by the recoil of the gun.

The aircraft fuselage is almost completely made of fiberglass composite material installed over the foam core. The fabrication technique of composite aircraft fuselages has been perfected by Scaled Composites in previous aircraft.

To assure a low cost and high reliability of the components ARES primarily includes off-the-shelf aircraft systems. The engine is the Pratt and Whitney Canada JT15D with 2,900 lb (13.2 kN) of thrust at sea level. The hydraulic system, used for spoiler flaps and landing gear actuation, uses a Piper Malibu hydraulic pump, which operates at 1,500 psi (10 MPa). Instrumentation for the demonstrator consists mainly of standard general aviation equipment. In addition there is a head-up display which currently[when?] displays only a fixed reticle to aim the gun but is capable of displaying the complete data range of an F-16.[citation needed][dubious – discuss] The pilot sits in a Universal Propulsion Company SIIIS-3ER ejection seat with zero-zero capability.

The fuel system consists of auxiliary wing tanks feeding an armored, fuselage-mounted main tank, which sits just forward of the engine and behind the firewall. The main tank can feed the engine in all attitudes. This tank is continuously refilled from the main wing tanks with no fuel management duties required of the pilot. By feeding the main tank from the two auxiliary wing tanks, the size of the fuel tank in the fuselage was effectively halved, creating a large space behind the pilot empty of any tanks or other aircraft systems. This bay had no dedicated function on the demonstrator, but was intended to be left available for any additional equipment which the Army might wish to install in the production version.

The main flight controls are completely mechanical and the engine has a backup mechanical fuel control so the aircraft can retain control even if the electrical system fails. The controls were specially designed to minimize the forces on the stick.

Besides the GAU-12 gun, there are additional pylons to carry another ordnance (Hydra 70 FFAR, for example).

The ARES has very good turning performance as a result of low wing loading. Its turn rate is 32 degrees per second at 6G and 36 degrees per second at 7G (the structure is limited to 8G). The corner speed is 210 kn (390 km/h) the stall speed is 78 kn (144 km/h).

Due to high fuel volume and good cruising efficiency the aircraft can have a range of 1,200 nautical miles (2,200 kilometres) at altitude and long endurance.[2]

Specifications (Scaled Composites 151 ARES)

[edit]

Data from Jane's All The World's Aircraft 1993–1994[3]

General characteristics

  • Crew: 1
  • Length: 29 ft 5.25 in (8.97 m)
  • Wingspan: 35 ft 0 in (10.67 m)
  • Height: 9 ft 10 in (3.00 m)
  • Wing area: 188.3 sq ft (17.49 m2)
  • Empty weight: 2,884 lb (1,308 kg)
  • Gross weight: 4,804 lb (2,179 kg)
  • Max takeoff weight: 6,100 lb (2,767 kg)
  • Powerplant: 1 × Pratt & Whitney JT15D turbofan, 2,950 lbf (13.1 kN) thrust

Performance

  • Maximum speed: 466 mph (750 km/h, 405 kn) (TAS) at 25,000 feet (7,600 m)
  • Combat range: 690 mi (1,100 km, 600 nmi)
  • Service ceiling: 35,000 ft (10,670 m) [4]
  • Thrust/weight: 0.43 (at maximum weight)

Armament

See also

[edit]

References

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Scaled Composites ARES

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from Grokipedia
The Scaled Composites ARES (Agile Responsive Effective Support) is an experimental single-engine close air support demonstrator aircraft developed by Scaled Composites as a full-scale proof-of-concept for the U.S. Army's Low Cost Battlefield Attack Aircraft program in the late 1980s.[1] Designed for low-altitude anti-tank battlefield missions with long endurance and the ability to operate from unimproved airfields, it features an asymmetric canard configuration optimized around a forward-mounted 25 mm GAU-12/U Gatling cannon, making it a unique "mudfighter" concept for agile, responsive support in contested environments.[2][1] Development of the ARES, designated Model 151, stemmed from a 1981 U.S. Army study on low-cost attack aircraft by engineers Jim Kreutz and Milo Burroughs, with involvement from Scaled Composites founder Burt Rutan.[2] The aircraft incorporated off-the-shelf components for affordability, including a Pratt & Whitney JT15D-5 turbofan engine providing 2,950 lbf of thrust, hydraulics from a Piper Malibu, and a data bus from the F-16 fighter.[3][2] Its asymmetric fuselage offsets the engine intake and gun to balance the design, with forward-swept canards (19.2 ft span), a main wing (35 ft span, 191 sq ft area), and twin vertical stabilizers mounted on booms.[2] The ARES first flew on February 16, 1990, from Mojave Airport, California, and quickly demonstrated exceptional handling qualities, including departure-free flight at full aft stick and a turn rate of 32°/sec at 6G.[1] Key specifications include a length of 29 ft 5 in, height of 9 ft 10 in, empty weight of 2,888 lb, and maximum takeoff weight of 6,100 lb, enabling a maximum speed of 466 mph at 25,000 ft, a service ceiling of 35,000 ft, and a combat radius exceeding 600 miles.[2][3] Armament centers on the nose-mounted GAU-12/U cannon for anti-armor roles, with provisions for optional air-to-air missiles such as the AIM-9 Sidewinder or AIM-92 Stinger, as well as Hydra rockets, Hellfire missiles, or small-diameter bombs.[4][2] In November 1991, the ARES completed 18 flights testing the GAU-12 cannon on private and U.S. Navy ranges, achieving outstanding results in accuracy and reliability during its "Mud Fighter" demonstration program.[5] Over its operational history, the ARES has accumulated more than 430 flight hours by corporate and Department of Defense pilots, fully meeting its performance goals but not leading to production due to shifting military priorities.[1][5] It appeared as a fictional Me 263 jet in the 1992 film Iron Eagle III and was stored at Mojave Spaceport from 2000 until a March 7, 2008, flight following Scaled Composites' acquisition by Northrop Grumman.[1][3] As of 2025, the sole ARES prototype (N151SC) remains active as a research testbed for the U.S. Army, conducting classified tests including low-observable signature evaluations near Mojave Air and Space Port.[4][1]

Development

Origins and Concept

In 1981, U.S. Army aviators Jim Kreutz and Milo Burroughs initiated a study for a Low Cost Battlefield Attack Aircraft (LCBAA) at Fort Lewis, Washington, aiming to develop an affordable option for close air support missions that could operate effectively in battlefield environments without relying on expensive, high-maintenance platforms.[2][6] This effort stemmed from concerns over the vulnerability of existing attack aircraft to ground fire and the need for a simpler, more survivable design for low-altitude operations.[2] Burt Rutan became involved in 1983, leading the conceptual development of a canard-configured pusher turboprop aircraft optimized for high maneuverability and agility at low altitudes, building on the LCBAA requirements to emphasize rapid response and endurance in contested areas.[6] By 1986, the design evolved to incorporate a Pratt & Whitney Canada JT15D-5 turbofan engine instead of the original turboprop, driven by performance needs to reduce vulnerability to debris ingestion during rough-field operations.[2] During the mid-1980s, Beechcraft acquired Scaled Composites in 1985, briefly supporting early ARES development amid broader collaborations, but sold the company back to Rutan in 1988 following corporate shifts.[2] Rutan then secured private funding through Scaled Composites to advance the project independently in the late 1980s.[2] The core concept crystallized as a single-seat, agile demonstrator tailored for close air support (CAS) roles, prioritizing affordability, simplicity, and quick deployment to support ground forces in dynamic combat scenarios.[1][2]

Design and Construction

The Scaled Composites ARES prototype utilized a fiberglass composite construction for its fuselage, laid over a foam core, to provide lightweight strength while maintaining cost efficiency in production.[2] This material choice aligned with Scaled Composites' expertise in composite fabrication techniques, enabling rapid assembly and ease of maintenance for a battlefield-oriented demonstrator.[1] Assembly of the ARES began at Scaled Composites' facility in Mojave, California, in 1988 and was completed by late 1989, ahead of its first flight the following year.[2] The build process emphasized modular integration, with the airframe's asymmetric layout—featuring an offset fuselage by three inches—incorporated early to address recoil and stability challenges inherent to the design.[2] A key engineering decision was the adoption of a twin-boom tail design, where vertical stabilizers were mounted on booms extending from the main wing, providing directional stability while accommodating the pusher configuration.[2][1] The pusher arrangement positioned the turbofan exhaust at the rear—a change from the initial turboprop concept—to shield the propulsion system from ground fire and debris in low-altitude battlefield scenarios, enhancing survivability during close air support operations.[2] For roll control, hydraulic spoil-flaps were integrated on the inboard trailing edges of the main wing, complemented by mechanical flight controls using push-rods for aileron actuation, prioritizing simplicity and reliability over more complex hydraulic systems.[2][1] The design also incorporated a canard foreplane to improve low-speed stability.[1]

Initial Testing

The Scaled Composites ARES prototype underwent initial ground testing at the Mojave Air and Space Port in late 1989, encompassing engine run-ups, high-speed taxi tests, and comprehensive systems checks to confirm the integration of its asymmetrical airframe, pusher turbofan propulsion, and flight controls prior to airborne evaluation.[2] The first flight took place on February 16, 1990, with Scaled Composites chief test pilot Doug Shane at the controls; the approximately one-hour sortie successfully verified the aircraft's basic stability, control authority, and overall handling characteristics without incident.[1] Throughout 1990, the flight test program methodically expanded the operational envelope, accumulating around 50 hours of flight time dedicated to assessing low-altitude maneuvers, canard response, and departure resistance; these efforts confirmed the design's agility and validated its proof-of-concept objectives for close air support roles. Early challenges, including minor vibrations in the pusher ducting, were promptly addressed through targeted composite reinforcements to the exhaust structure.[1] Additionally, ground-based and simulated flight scenarios during this phase tested the functionality of the Universal Propulsion Company SIIIS-3ER zero-zero ejection seat, ensuring reliable pilot egress capability in low-speed or stationary emergency conditions.[2]

Design Features

Airframe Configuration

The Scaled Composites ARES employs a canard delta configuration optimized for low-altitude operations, featuring a foreplane with a span of 19.2 ft (5.85 m) swept 7 degrees forward and a main delta wing with a span of 35 ft (10.67 m) swept 16 degrees aft.[2] This layout provides a total wing area of 191 sq ft (17.75 m²), excluding strakes, enabling enhanced pitch control from the foreplane while the main wing supports high maneuverability.[2] The overall dimensions include a length of 29 ft 5.25 in (8.97 m) and a height of 9 ft 10 in (3.00 m), contributing to a compact profile suitable for close-air support roles.[2] A key unconventional feature is the asymmetrical fuselage, offset approximately 3 inches to the left to integrate the offset engine intake on the port side and cannon mounting on the starboard side.[2] To counteract this asymmetry and maintain balanced thrust, the design incorporates internal ducts that redirect the engine exhaust to the aircraft centerline, minimizing yaw deviations and reducing infrared signature.[2] The airframe is primarily constructed from composite materials, which facilitate the complex shaping required for these features.[2] For tail control, the ARES uses twin vertical stabilizers, each with an area of 18 sq ft (1.67 m²), mounted on short booms extending from the rear fuselage.[3] These provide yaw stability and are equipped with cable-actuated rudders, while the overall low wing loading and swept wing design enhance turning performance and stall resistance at speeds below 500 mph, aligning with its low-altitude optimization.[2]

Propulsion and Controls

The Scaled Composites ARES is powered by a single Pratt & Whitney Canada JT15D-5 turbofan engine, delivering 2,950 lbf (13.1 kN) of thrust.[2][7] This engine is mounted in a pusher configuration at the rear of the fuselage, with its axis offset to the left by approximately 8 degrees to counterbalance the asymmetry introduced by the right-side armament placement, thereby aiding overall stability.[2][7] The air intake is positioned on the upper left side of the fuselage, featuring a circular design with internal ducting that routes airflow to the offset engine while minimizing ingestion of gun exhaust gases and battlefield debris such as dust or shrapnel.[2][7] The fuel system comprises internal tanks integrated into the wet wing center-section and fuselage strakes, providing a capacity of 2,200 lb (1,000 kg, approximately 333 U.S. gallons).[2] These tanks feed the engine via an electronic control system with a mechanical backup, enabling a ferry range of 1,200 nautical miles (2,200 km) at altitude.[2][7] Flight controls on the ARES emphasize simplicity and reliability, utilizing mechanical push-rod actuation for the primary surfaces—including ailerons, elevator, and rudder—to ensure direct pilot responsiveness without power boosters.[2][7] High-rate spoil-flaps, functioning as air brakes and lift dumpers, are hydraulically actuated via a Piper Malibu pump operating at 1,500 psi (10 MPa), supporting rapid deployment for precise control during low-speed operations or landings.[2][7] The hydraulic system also powers the landing gear retraction. For emergency egress, the ARES incorporates a Universal Propulsion Company SIIIS-3ER ejection seat with zero-zero capability, allowing safe pilot extraction from ground level or zero airspeed.[2] This system is integrated into the armored, pressurized cockpit to enhance survivability in combat environments.[7]

Armament Integration

The Scaled Composites ARES incorporated the GAU-12/U Equalizer as its primary armament, a five-barrel 25 mm Gatling-type rotary cannon with a maximum rate of fire of 4,200 rounds per minute, mounted in a concave recess on the right side of the fuselage beneath the cockpit.[1] The cannon's placement offset it approximately 18 inches from the aircraft's lateral center of gravity, with ammunition fed from an integrated magazine.[2] Integrating the cannon presented challenges related to recoil management and aerodynamic balance. The weapon generated significant recoil and muzzle blast pressure, which the ARES's composite fuselage framing was designed to absorb without structural compromise, leveraging the material's inherent strength and the aircraft's reinforced substructure.[2] To counter the resulting yaw from the off-center firing and maintain stability, thrust offset compensation was achieved through a series of internal ducts that redirected the engine exhaust toward the aircraft centerline.[2] The recess also trapped gun exhaust gases, creating a counteracting pressure that further mitigated recoil effects.[2] The ARES included structural provisions for additional ordnance on underwing pylons, supporting items such as 2.75-inch Hydra 70 unguided rockets or small bombs, though these were not installed on the demonstrator.[2] A basic avionics suite supported targeting operations, centered on a head-up display (HUD) with a fixed reticle for aligning the gun sight, drawing from F-16-compatible technology to enable precise low-altitude engagements.[2] Firing tests conducted in November 1991 under a U.S. Air Force contract validated the armament's performance, with the GAU-12 demonstrating exceptional accuracy against armored targets at low altitudes during 18 flights on private and U.S. Navy ranges.[1][5]

Operational History

Flight Demonstrations

Following its initial testing phase, the ARES demonstrator aircraft conducted an extensive flight demonstration program to validate its close air support (CAS) concept for low-cost battlefield operations. By 2000, it had accumulated over 250 flight hours across numerous sorties flown by Scaled Composites pilots and U.S. Department of Defense personnel.[8][1][2] A key highlight was a series of 18 flights in November 1991, performed under a U.S. Air Force contract to evaluate the GAU-12/U 25 mm rotary cannon through live-fire testing on private ranges and U.S. Navy facilities, yielding outstanding results in accuracy and structural integrity under recoil loads.[5][9] The program emphasized the ARES's exceptional maneuverability at low altitudes, enabling tight turns and agile handling to simulate CAS missions in contested environments, which was showcased to evaluators from the U.S. Army and Air Force.[1] These demonstrations confirmed the aircraft's ability to perform rapid maneuvers, such as barrel rolls, and short takeoffs and landings on unprepared surfaces, aligning with goals for responsive support in forward battlefield conditions without reliance on improved airfields.[1][10] In addition to military-oriented flights, the ARES appeared in the 1992 film Aces: Iron Eagle III, where it was repainted and modified to portray a fictional Messerschmitt Me 263 rocket-powered jet fighter, executing scripted aerial sequences for dramatic effect.[1][11] Despite these successful evaluations and proven performance in CAS scenarios, the U.S. military did not adopt the ARES for operational service, as priorities shifted toward enhancing existing platforms rather than introducing a specialized new design.[9]

Storage and Revival

Following the completion of its primary flight demonstration program in 2000, the Scaled Composites ARES was placed in storage at the Mojave Air and Space Port in December 2000, remaining in airworthy condition but inactive.[9][2] The aircraft was revived for a test flight on March 7, 2008, shortly after Northrop Grumman completed its acquisition of Scaled Composites on August 24, 2007, with the flight aimed at verifying the integrity of its systems after prolonged inactivity.[9][2][12] As of October 2024, the ARES continues to serve sporadically as a research testbed under Northrop Grumman, supporting classified U.S. Army evaluations in areas such as conceptual design, aerodynamic analysis, structural integrity of composites, systems integration, and experimental flight testing, including infrared signature research; a flight was observed on October 6, 2024, near the Mojave facility, with the airframe retaining many original features like metallic leading edges and fairings without reported major overhauls.[9][1] While the ARES has potential for roles in unmanned systems or hybrid propulsion demonstrations, no confirmed plans have been announced beyond its ongoing testbed applications.[9]

Specifications

General Characteristics

The Scaled Composites ARES is a single-seat, proof-of-concept close air support demonstrator aircraft designed for agility and low-cost operation.[2] Crew: 1 pilot.[2] Length: 29 ft 5 in (8.97 m)[2] Height: 9 ft 10 in (3.00 m)[2] Wingspan: 35 ft (10.67 m)[2] Wing area: 191 sq ft (17.8 m²)[2] Weights: Fuel capacity: 2,200 lb (1,000 kg; 333 US gal) stored in integral wet-wing tanks and strakes, providing an estimated endurance supporting a range of 1,200 nmi (2,200 km; 1,400 mi) at altitude.[2] Powerplant: 1 × Pratt & Whitney Canada JT15D-5 turbofan engine, 2,950 lbf (13.1 kN) thrust.[3][13] Armament: 1 × 25 mm GAU-12/U Equalizer rotary cannon with 220 rounds of ammunition; provisions for 2 × underwing pylons capable of carrying air-to-air missiles (e.g., 2× AIM-9 Sidewinder or 4× AIM-92 Stinger) or air-to-ground ordnance (e.g., Hydra 70 rockets).[14][2]

Performance and Capabilities

The Scaled Composites ARES demonstrator achieved a maximum speed of 466 mph (750 km/h, 405 kn) true airspeed at 25,000 ft (7,620 m), enabling rapid response in low-altitude close air support (CAS) scenarios.[2] Its service ceiling reached 35,000 ft (10,670 m), providing operational flexibility for both high- and low-level missions; the rate of climb was not publicly specified.[2] Maneuverability was a core strength, with a turn rate of 32°/sec at a 6G load factor and 36°/sec at 7G, supported by a low wing loading that facilitated sustained turns at corner speeds around 210 kt (390 km/h).[2] The aircraft's G-limits extended to a structural maximum of 8G, and its stall characteristics— with a clean stall speed of 78 kt (145 km/h)—were optimized for low-altitude CAS, ensuring stable handling during aggressive maneuvers without departure risks, even at full aft center of gravity.[2] The ARES offered a total range of 1,200 nmi (2,200 km) with internal fuel at altitude, sufficient for extended battlefield loiter times, complemented by a combat radius of approximately 690 mi (1,100 km).[2] It was designed for operations from unimproved airfields to support rapid deployment in contested environments.[2] During armament testing, cannon firing had minimal adverse effects on handling, preserving overall stability.[2]
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