The Piasecki Aircraft Corporation’s Aerial Reconfigurable Embedded System Demonstration Vehicle (ARES-DV), designed to revolutionize vertical takeoff and landing (VTOL) capabilities through its modular architecture, represents a significant leap in military and logistics technology. A decade in development, ARES’ first successful flight marks a crucial moment not just for Piasecki, but for the future of VTOL systems, which are increasingly becoming integral to the U.S. military’s expeditionary and distributed operations strategy.
On September 6th, 2019, the ARES-DV Flight Module lifted off from Piasecki’s West Helipad in Essington, Pennsylvania. Achieving a sustained hover for approximately one minute before descending, the flight marked the culmination of years of research and development that began under the auspices of the Defense Advanced Research Projects Agency (DARPA) in the early 2000s. The ARES-DV is a testament to how Piasecki, alongside its partners in the U.S. military, has persevered in creating a modular, runway-independent VTOL capable of performing a range of missions that go beyond conventional expectations for unmanned aircraft.
The Modular Design: A New Era in Flexibility
At the core of ARES’ uniqueness is its modular design. Unlike traditional aircraft, which are often limited by a single function or purpose, ARES is designed to adapt to multiple roles through interchangeable payload modules. This adaptability is key to its appeal within the military context, where flexibility can mean the difference between success and failure in complex, unpredictable environments.
The ARES-DV platform’s first flight involved the successful attachment and hover of the U.S. Army’s Mobile Multiple Mission Module (M4), a module designed specifically for casualty evacuation (CASEVAC), troop transport, and cargo-carrying missions. This capability evokes comparisons to the multi-purpose pods used on Sikorsky’s CH-54 Skycrane helicopters during the Cold War, which similarly allowed for rapid reconfiguration depending on mission requirements. However, the ARES-DV’s modularity goes further, providing not only logistical flexibility but also operational efficiency, as the modules can be switched out quickly in the field, significantly reducing the time required to adapt to changing mission needs.
The M4 module, developed for the Army’s Telemedicine and Advanced Technology Research Center (TATRC), highlights ARES’ potential for medical evacuation, offering a platform that could safely transport wounded soldiers without the need to risk crewed helicopters. This ability, combined with the modular payload system, positions ARES as a next-generation solution for battlefield logistics, providing enhanced flexibility and safety for military personnel.
By DARPA – https://www.darpa.mil/program/aerial-reconfigurable-embedded-system, Public Domain, https://commons.wikimedia.org/w/index.php?curid=78914277
Flight Technology: The Engine Behind ARES
At the heart of ARES’ VTOL capability is its tilt-duct fan design. Each side of the central fuselage is fitted with a ducted fan, which enables vertical takeoff and landing, as well as level flight. The configuration of the fans, along with the aircraft’s fixed landing gear, allows for the attachment of large, modular payloads beneath the aircraft. This design is pivotal not only for the system’s ability to carry different modules but also for maintaining a compact and stable platform during takeoff, flight, and landing.
Powered by a pair of turbine engines, ARES-DV’s ducted fans are connected through mechanical linkages that drive vertical lift and horizontal propulsion. While Piasecki has yet to release comprehensive performance specifications for production variants, the prototype demonstrates significant potential in both payload capacity and flight stability. The development team’s decision to incorporate a fly-by-wire system from Honeywell Aerospace—a company known for its innovations in flight control systems—adds further confidence in ARES’ capabilities. Honeywell’s Compact Fly-By-Wire system, designed for use in smaller aircraft where space is at a premium, ensures that the ARES platform maintains stability and precise control, even in complex flight conditions.
The use of fly-by-wire technology in a VTOL aircraft the size of ARES is particularly notable, as such systems are typically reserved for larger, more advanced aircraft such as airliners and fighter jets. This advanced control system not only improves the safety and handling of the aircraft but also enhances its overall performance, making it more agile and capable of adapting to a wide range of operational environments.
Evolution of the ARES Project: From Transformer (TX) to ARES-DV
The ARES-DV project traces its origins back to DARPA’s Transformer (TX) program, an ambitious initiative launched in the late 2000s to develop a ‘flying car’ concept capable of both flight and ground operations. While this initial vision proved overly complex and cost-prohibitive, it paved the way for the aerial-only ARES concept, which began taking shape between 2012 and 2014. During this time, Piasecki worked closely with Lockheed Martin’s Skunk Works, a legendary division within Lockheed known for its cutting-edge aerospace designs.
Despite the challenges associated with the Transformer (TX) program, the ARES project continued to evolve, albeit with setbacks along the way. In 2019, DARPA ceased funding for the project, citing cost overruns and delays. However, Piasecki pressed forward, funding the project internally and eventually securing additional support through the U.S. Army’s Small Business Innovation Research (SBIR) program. SBIR contracts are specifically designed to foster innovation in smaller companies, providing crucial funding for projects like ARES that have the potential to revolutionize military technology.
Piasecki’s perseverance paid off. By 2020, the company had not only revived the ARES project but had also secured further contracts through AFWERX, the U.S. Air Force’s innovation incubator. One particularly significant contract, awarded through AFWERX’s Strategic Funding Increase (STRATFI) program, allocated $37 million for the continued development of ARES and related VTOL technologies. This funding has allowed Piasecki to focus on developing new propulsion options, including hydrogen fuel cells, which could significantly expand the range and endurance of future ARES variants.
Autonomy and Future Capabilities
One area where ARES has the potential to truly stand out is in its use of autonomous technologies. While the current ARES-DV prototype relies on human control, Piasecki has made it clear that future iterations of the platform will incorporate increasingly autonomous capabilities. The ultimate goal is for ARES to be capable of fully autonomous missions, including CASEVAC and logistics resupply operations. This would enable the aircraft to perform complex missions in dangerous or contested environments without putting human operators at risk.
John Piasecki, the company’s CEO, has emphasized that the data gathered from the ARES-DV’s initial flight tests will be critical in developing these autonomous capabilities. By gradually expanding the flight envelope of the prototype and incorporating new technologies, the company hopes to accelerate the timeline for fielding operational versions of the ARES system.
The potential applications of an autonomous, modular VTOL platform like ARES are vast. In addition to military missions, the system could be adapted for use in disaster relief, firefighting, search and rescue, and even commercial cargo transport. Its ability to operate in remote or austere environments without the need for a traditional runway makes it particularly well-suited to scenarios where conventional aircraft would be unable to operate.
Impact on Military Strategy: A New Tool for Expeditionary Operations
The development of ARES-DV comes at a time when the U.S. military is increasingly focused on developing capabilities that support expeditionary and distributed operations. These strategies, which are particularly relevant in potential conflict scenarios in the Pacific, emphasize the importance of runway-independent, flexible platforms that can operate in environments with limited infrastructure.
In particular, the U.S. Marine Corps has expressed interest in developing a family of unmanned VTOL platforms capable of providing logistical support in island-hopping campaigns in the Pacific. The ARES platform, with its small landing footprint and modular payload system, is ideally suited to this kind of operation. Its ability to deliver supplies, evacuate wounded personnel, and provide communications and reconnaissance support in remote locations makes it a valuable tool for future conflict scenarios.
Moreover, ARES’ potential to operate autonomously in these environments further enhances its value. In a distributed operations context, where small, dispersed units may be operating far from traditional support structures, the ability to rapidly deploy a platform like ARES to provide critical supplies or evacuate injured personnel could be a game-changer. This is particularly important in high-end conflicts where traditional logistical networks may be disrupted or inaccessible.
The Path Forward for ARES
As Piasecki continues to refine the ARES design, there are still many unknowns regarding how the platform will evolve into a fully operational system. The company has yet to release comprehensive performance specifications, and much will depend on the outcome of future flight tests and the development of autonomous capabilities. However, the initial success of the ARES-DV flight test demonstrates that the concept has real potential to become a significant asset for the U.S. military and other users.
One area of potential development is in the realm of propulsion. While the current prototype is powered by traditional turbine engines, Piasecki has expressed interest in exploring alternative propulsion technologies, including hydrogen fuel cells. These technologies could significantly extend the range and endurance of ARES, making it even more capable in the kinds of long-range, distributed operations envisioned by the U.S. military.
Another potential avenue for development is in the integration of advanced sensor and communications systems. The modular design of ARES makes it an ideal platform for carrying a wide range of payloads, from intelligence, surveillance, and reconnaissance (ISR) sensors to communications relay equipment. This flexibility could make ARES a valuable asset not only for logistics and CASEVAC missions but also for electronic warfare, command and control, and other critical functions.
The Aerial Reconfigurable Embedded System Demonstration Vehicle (ARES-DV) represents a new frontier in VTOL technology. Its modular design, combined with its potential for autonomous operation, makes it a versatile and adaptable platform capable of performing a wide range of missions. As the U.S. military continues to explore new strategies for expeditionary and distributed operations, platforms like ARES will play an increasingly important role in ensuring that forces can operate effectively in remote and contested environments.
While there are still many questions to be answered about the future of ARES, the successful first flight of the ARES-DV marks a significant step forward in the development of modular, runway-independent VTOL systems. As Piasecki and its partners in the military continue to refine the platform, it seems likely that ARES will become an increasingly valuable tool for the U.S. military and other users around the world.
| Category | Details |
|---|---|
| U.S. Military Challenge | Rugged terrain, ambushes, and IEDs make ground transportation dangerous. |
| Combat outposts need approximately 100,000 pounds of materials weekly. | |
| Helicopters are in limited supply, and they cannot meet the high demand for resupply, tactical missions, and casualty evacuation. | |
| DARPA Transformer (TX) Program | Launched in 2009 to develop flexible, terrain-independent transportation for logistics, personnel transport, and tactical support missions for small ground units. |
| In 2013, DARPA selected Aerial Reconfigurable Embedded System (ARES) to move forward. | |
| ARES (Aerial Reconfigurable Embedded System) | Modular VTOL (Vertical Takeoff and Landing) system designed as an unmanned aircraft system (UAS) to transport various payloads, including cargo, personnel, and ISR. |
| Flight module has its own power system, fuel, digital flight controls, and command-and-control interfaces. | |
| Twin tilting ducted fans allow hovering, landing, and conversion to high-speed flight. | |
| Can use landing zones half the size needed by similarly sized helicopters. | |
| Payload and Configuration | ARES can carry detachable mission modules for specific roles, such as cargo delivery, casualty extraction, and ISR (Intelligence, Surveillance, Reconnaissance). |
| Has a useful load capacity of up to 3,000 pounds, over 40% of the aircraft’s takeoff gross weight. | |
| Landing and Maneuverability | Uses landing zones half the size required by similarly sized helicopters. |
| Can operate in rugged terrain and on ships. | |
| Control and Autonomy | Initially unmanned, controlled via apps on mobile phones or ruggedized tablets. |
| Future plans for semi-autonomous operation and optionally manned flights. | |
| Current Phase | ARES is in its third and final phase of development. |
| Lockheed Martin Skunk Works leads vehicle design and system integration in Phase 3. | |
| Military Importance | Provides terrain-independent, versatile VTOL capability to small ground units, avoiding ground-based threats, improving operational efficiency, and supporting mission success. |
