FREQUENTLY ASKED QUESTIONS

What Is Stavatti?

Stavatti is an Aerospace Defense Company and Systems Integrator focused upon the design and production of new and original aircraft, aerospace vehicles and defense systems. Stavatti began as Stavatti Corporation in 1994 and was reorganized as Stavatti Heavy Industries, Ltd. in 2005. Stavatti Aerospace, a division of Stavatti Heavy Industries, Ltd., is presently responsible for the management of all Stavatti aircraft and aerospace vehicle programs. Stavatti is a trademark of Stavatti Corporation.

What is Stavatti's Core Focus?

Stavatti's Core Focus is the design, production, sales and contractor logistical support of new and innovative fixed wing aircraft. The principal core product that Stavatti is now developing is the Machete family of military aircraft, including the SM-27 Machete COIN/CAS and SM-47 Super Machete ADF/APT.

What Kinds of Aircraft Will Stavatti Produce?

Stavatti Aerospace will produce a variety of aircraft types including military, general aviation and commercial. Stavatti's first production aircraft will be the Machete Series, including the SM-27S/T Turboprop Machete, SM-27J/L Turbofan Machete and SM-47S/T Super Machete. This family of affordable, light attack, Close Air Support, Advanced Trainer and Air Defense Aircraft will serve as Stavatti's launch product. Concentrating upon affordable, niche-market military aircraft, Stavatti will satisfy a need that has not been adequately addressed by most aircraft manufacturers.

Stavatti is one of few new start-up aircraft manufacturers established specifically to produce military aircraft. Upon initiation of Machete Full Rate Production, Stavatti will begin development of a variety of civilian aircraft including the SM-45 Aviara series followed by light sport aircraft, executive transports and eventually regional airliners. Maintaining a long-term strategic vision, Stavatti will build upon the success of the Machete program to launch a major aircraft manufacturer which can serve as a 21st century equivalent of Grumman-a company which can produce both military, general aviation and executive aircraft.

What Percentage of Stavatti Aircraft will be Military?

For the first five or more production years, approximately 100% of all aircraft produced will be military aircraft. By 2025 Stavatti intends to be producing a wide variety of aircraft for both military and civil customers with approximately 60% of all aircraft produced being military and 40% being civil types.

Is Stavatti Currently Producing Aircraft?

Stavatti is not currently producing aircraft. Stavatti is now developing the Machete series, which is scheduled to enter Low Rate Initial Production between 2012 and 2015, depending upon variant. The Machete will be the first production aircraft of Stavatti Aerospace.

When Will Stavatti's Prototypes Fly?

Stavatti presently engaged in prototype engineering for the SM-27 Turboprop and Turbofan variants, with prototypes of the SM-27S/T Turboprop expected to roll-out in Late 2010 and prototypes of the SM-27J/L prototype scheduled to roll-out in 2011. The SM-47 Super Machete prototype is expected to roll-out in 2012-2013.

How is Stavatti Organized?

Stavatti Heavy Industries, Ltd. is a privately held, Hawaii “C” Corporation. Stavatti Corporation is a privately held Minnesota “C” Corporation. Stavatti Aerospace is a division of Stavatti Heavy Industries, Ltd.

What is the Status of Stavatti Corporation?

Stavatti Corporation, a Minnesota based C Corporation, is presently a wholly owned division of Stavatti Heavy Industries, Ltd.

Is Stavatti Registered with the CCR?

Both Stavatti Corporation and Stavatti Heavy Industries, Ltd. are registered with the Central Contractor Registration (CCR).

Does Stavatti Have a CAGE Code?

Both Stavatti Corporation and Stavatti Heavy Industries, Ltd. have CAGE Codes.

Is Stavatti a Small Business?

Stavatti is a Small Business Pursuant to North American Industry Classification System (NAICS) Code: 336411. Stavatti will no longer be considered a Small Business once the Machete Series enters Full Rate Production due to growth in workforce and revenue.

What Licenses and Registrations Does Stavatti Maintain?

To produce and export military aircraft Stavatti maintains and/or will maintain annual registrations with the US State Department-Directorate of Defense Trade Controls, Licenses for the manufacture of Firearms and Destructive Devices with the BATF, Commercial Business Licenses with State Departments of Transportation (DoTs) for conducting Commercial Operations (including Aircraft Maintenance, Flight Instruction, Retail Sale, etc.) as well as annual business registrations, CCR Registrations, Facility and Personnel Security Clearance Maintenance, DTIC registration All aircraft Stavatti produces for commercial sale must be FAA Type Certified and manufactured in accordance with a FAA Production Certificate. All military aircraft exported from the United States must be in compliance with ITAR and be accompanied by all appropriate DDTC export licenses. To learn more about Stavatti licenses and registration and to view licenses, certificates and samples of prior year Stavatti licenses, visit Stavatti Licenses.

Is Stavatti Registered with the Directorate of Defense Trade Controls?

Prior to producing military aircraft or exporting/importing US Munitions List Items, Stavatti must with the US State Department-Directorate of Defense trade Controls on an annual basis. Stavatti has been registered as a prime contractor and manufacture of US Munitions List Items including Military Aircraft, Naval Vehicles and Projectile Armament Greater Than 50 Caliber. To produce certain defense systems, such as Firearms and Destructive Devices (Howitzers, Missiles, etc.), Stavatti must also receive approval from the ATF. Currently the Stavatti business model focuses only upon the production and integration of aircraft, with all armament systems (such as SM-47 M61A2 20mm Vulcan cannons), being supplied by Industry Team Members or the DoD, being considered Government Furnished Equipment (GFE). Stavatti has and is continuing to obtain the facilities (such as safe-storage magazines) and proper ATF licensing to integrate aircraft armament and weapon systems with aircraft.

What is the Origin of the Name “Stavatti”?

Stavatti was named by its founder Christopher R. Beskar. The name Stavatti originated with and was created by Mr. Beskar. As a company founded to produce high performance fighters and lightplanes, Mr. Beskar desired a name which was sporty, exotic and could be associated with a line of sophisticated, eloquent vehicles, not unlike the high performance Italian car manufactures Ferrari and Lamborghini. Like Haagen-Dazs® and Kodak®, the name Stavatti is a brand-name conceived specifically for product identification purposes.

How Will Stavatti Produce Aircraft?

From a manufacturing standpoint, Stavatti is a Systems Integrator. Stavatti has established relationships with over 200 Industry Team Members (ITMs) who will serve as integral partners in the sustained production of all Stavatti aircraft. All aircraft will be assembled, integrated and supported by Stavatti using systems, components and parts provided by Qualified ITMs that meet the AS/EN/JISQ9100: the international aerospace quality standard for quality assurance in design, development, production, installation and support.

Serving as the Prime Contractor and Systems Integrator, Stavatti is responsible for principal design, final assembly and contractor logistical support for the Stavatti aircraft. Primary aircraft structures (including fuselage, wings and tail) will be built by ITMs that may include Spirit Aerosystems, Vought Aerospace, Northrop Grumman, Scaled Composites, Boeing, Stavatti and others. Powerplants will be supplied by Pratt & Whitney Canada, Pratt & Whitney, General Electric Aircraft Engines, Allison-Rolls Royce, Honeywell, Trace, Lycoming, Continental and Williams International. Landing gear will be built by Goodrich Landing Gear. Aircraft cannons and ammunition systems will be built by General Dynamics Armament Systems. Canopies will be built by Texstars. Radar will be supplied by Raytheon Systems Company, Northrop Grumman and Lockheed Martin. Avionics, including navigation, display and communication systems will be built by Raytheon, Rockwell Collins, Northrop Grumman, L3 Communications, CMC Electronics, BAE Systems and others. Electronic countermeasures will be built by BAE Systems, Lockheed Martin, Raytheon and Northrop Grumman. Ejection seats will be built by Martin Baker. Over 160 additional contractors will provide systems and components directly to Stavatti aircraft programs.

As a Systems Integrator, Stavatti will “Integrate” components, assemblies and systems provided by qualified ITMs into completed aircraft at a Stavatti owned, leased or operated assembly plant. Stavatti will be responsible for airframe completion including assembly, systems integration, interior completion, painting and finishing. In so doing, the Stavatti approach to aircraft production is very similar to the approach used by Boeing, Lockheed Martin, Gulfstream and Bombardier. Stavatti will not build our aircraft. The Aerospace Industry will. As with all modern aerospace production programs, Stavatti aircraft production is a team effort that relies upon the participation of a qualified industry team with Stavatti serving as the Systems Integrator.

How Does Stavatti Design/Develop/Certify Aircraft?

Stavatti performs the conceptual, detail and advanced design of all aircraft and aerospace vehicles in-house. To reduce engineering design times, Stavatti may contract portions of airframe engineering to qualified engineering support firms including Infotech, as well as other aircraft companies such as Lockheed Martin, Bombardier and Boeing. Validation of aircraft aerodynamic configurations may be performed at the Calspan Transonic Wind Tunnel, the University of Wichita Subsonic Wind Tunnel, NASA Langley, NASA Ames and NASA Glenn. In-flight simulation of Stavatti aircraft may be conducted at Calspan. Aircraft static fatigue and cycle testing will be at a qualified Stavatti structural test rig. Stavatti will perform the production and assembly of all prototype aircraft from systems and airframe structural components supplied by contracted ITMs. Stavatti will conduct flight testing for FAA Certification and Military Qualification purposes in-house employing resident or contracted FAA DERs. Stavatti will conduct testing at existing flight test centers which will be leased by Stavatti including those of the Air Force Flight Test Center (AFFTC) and the Mojave Air and Spaceport. Stavatti may contract the services of experienced technical service firms to expedite flight testing and certification including firms based at Mojave. Stavatti aircraft are and will be engineered using Dassault Systems CATIA V5, V6 and Solidworks 2009. A comprehensive array of CFD and FEA software is used in the design, analysis and simulation of Stavatti aircraft designs.

What Quality Management Practices Will Stavatti Employ?

Quality must be built into a product, not inspected into it. Stavatti employs quality control and inspection systems that exceed existing military standards as employed by USAF and USN (including MIL-Q-9858, MIL-I-45208A and MILSTD-45662) and international quality control standards (QSO/ISO 9001/9002). This is accomplished through rigorous design and inspection of processes rather than product inspection. Stavatti is ultimately responsible for all quality control and places rigorous inspection responsibility on vendors and subcontractors.

Stavatti assures the quality of the products and the integrity of the program by testing the products in all stages of development and manufacturing, especially flight-testing. This also assures that new technology and other risks are consistent with the product integrity. Presently engaged in engineering design, Stavatti Total Quality Management will be expanded as the Machete program transitions into a dedicated manufacturing and production facility. The Machete manufacturing program will employ AS/EN/JISQ9100 as the Stavatti quality management system standard. AS/EN/JISQ9100 is the international aerospace quality standard for quality assurance in design, development, production, installation and servicing. Stavatti will require all suppliers to meet the AS/EN/JISQ9100 standard. The Stavatti maintenance, overhaul and support enterprise will employ the AS9110 international aerospace quality standard for aerospace maintenance organizations. All Stavatti suppliers who will perform or have active contracts for the maintenance, repair or overhaul of Stavatti aircraft and systems will be required to meet the AS9110 standard.

Who are Stavatti's Industry Team Members?

The success of Stavatti is ultimately dependent upon the concerted effort of Stavatti Industry Team Members (ITMs.) Stavatti cannot emphasize enough the importance of the Industry Team. As the Prime Contractor and Systems Integrator, Stavatti is responsible for the design, qualification, final assembly and support of all aircraft. The actual manufacturing of major aircraft components, including the wings, fuselage, landing gear, powerplant, armament systems, avionics, canopy, etc. will be performed, however, by the proven contractors on the Stavatti Industry Team. These contractors, ranging from Lockheed to Moog, represent decades of experience in their fields of excellence. Stavatti serves to provide a new business model for systems integration that will enable these partners to perform effectively and deliver a high quality, high performance product.

The Stavatti Industry Team is program specific and its make-up varies from aircraft to aircraft, however, Stavatti generally draws directly from over 250 first-tier suppliers, who in turn subcontract well over 300 second-tier suppliers to directly address Stavatti component and systems manufacturing needs. These ITMs include US DoD prime contractors and Small Disadvantaged Businesses alike located in over 40 states. Of those states, over 10 are home to more than 3 contractors with some major participant states being Arizona (6 ITMS), California (31 ITMs), Connecticut (9 ITMs), Minnesota (7 ITMs), New Jersey (6 ITMs), Illinois (3), New York (6 ITMs), Ohio (11 ITMs), Texas (6 ITMs) and Utah (4 ITMs).

An international company, Stavatti ITMs include resident businesses of more than 25 allied nations including Australia (2 ITMs), Canada (3 ITMs), Belgium (3 ITM), Czech Republic (2 ITM), France (5 ITMs), Germany (6 ITMs), India (5 ITMs), Indonesia (1 ITM), Israel (5 ITMs), Italy (6 ITMs), Japan (8 ITMs), The Netherlands (2 ITMs), The Philippines (3 ITMs), Poland (2 ITMs), Russia (7 ITMs), Singapore (2 ITMs), South Africa (2 ITMs), South Korea (3 ITMs), Spain (2 ITMs), Sweden (3 ITMs), Switzerland (5 ITMs), Taiwan ROC (2 ITMs), Turkey (1 ITM), Ukraine (2 ITMs), and the United Kingdom (12 ITMs).

All Stavatti ITMs are ISO 9000/9001/9002 certified and will meet the AS/EN/JISQ9100 standard. To learn more about Stavatti ITMs, visit Stavatti Industry Team.

What Makes the Stavatti Business Model Unique?

Stavatti employs a commercially focused approach that emphasizes
the importance of a valid business model. The Stavatti business model concentrates upon producing a product that satisfies a market demand sufficiently large to justify the product's development and manufacture. The product must be sold at a gross margin which will address both non-recurring development costs as well as provide a reasonable rate of return to program stakeholders. As a privately financed, for-profit venture, Full Scale Development (FSD) of a new Stavatti aircraft is directly dependent upon the existence of a verifiable market for the aircraft. To confirm the existence of a market, Stavatti studies the global need for an aircraft and engages end users and procurement bodies directly to determine actual needs. Once the potential market is verified, Stavatti employs an iterative concept design approach to create a product that will address the real requirements of the end-user, be them warfighters or civil owner/operators.

Stavatti then prototypes, flight tests, certifies and initiates production of a new aircraft once it is apparent that sufficient orders will be received to establish a minimum production threshold necessary to achieve a commercially reasonable Gross Margin comparable to that maintained by producers such as Cessna Aircraft and Gulfstream Aerospace. In so doing, the Stavatti Gross Margin will result in a 40% to 60% or more annual Return On Investment (ROI) to program stakeholders. This ROI includes a reserve margin sufficient to address any unforeseen expenses, including those associated with product warranties and customer satisfaction guarantees.

The Stavatti business model centers upon “Selling What We Make.” A product oriented enterprise, Stavatti's model is a commercial approach toward aircraft development, following the same model used by Boeing in the development of the B-17, KC-135 and most recently, the 747 and 787. It is the approach used by Gulfstream in the development of a new Executive Aircraft and the model that made the DC-3, F-5 and Cirrus SR 20/22 a success. Although Stavatti may be awarded DoD RDT&E contracts, our business model does not focus upon success through the award of Cost Plus contracts, but through the sale of developed and certified production products on a firm fixed contract basis.

The Stavatti business model is oriented towards addressing the needs of allied export customers. While Stavatti can equally satisfy future domestic needs, the majority of export customers cannot afford to finance the RDT&E associated with new military aircraft development. By funding RDT&E through a commercial business model that emphasizes a reasonable ROI, Stavatti is able to develop an aircraft that allied customers may need, yet the DoD does not require, without excessive cost that can be procured at an affordable flyaway cost across a large number of customers.

What is Stavatti's View on Profit?

Profit is a good thing. We cannot make and sell a product for less than it costs. We also know that if the product isn't worth more to the customer than they pay for it, we won't stay in business. This is what Charles F. Kettering called the Double-Profit system: there has to be a small profit for the manufacturer and a very large profit for the user.

The goal of Stavatti is to produce aircraft that provide far greater value and utility to the customer than they ever pay for. Quoting Kettering, “The best way to find out how much your customer's profit is to ask yourself how much more you would pay for an electric lightbulb than it costs if you couldn't get another one. That's the customer's profit-and it's a lot more than they get for the lamp itself. It is the customer's profit that has built this country. It wasn't built from manufacturing profits.”

Stavatti practices Kettering's business philosophy, focused upon providing products that are useful tools that will serve as effective solutions to transportation, commerce and defense.

How is New Aircraft RDT&E Funded?

The development of a new product, known as Research, Development, Test and Evaluation (RDT&E), has an associated cost which must be funded for a new product to enter production and satisfy customer needs. Traditionally aircraft manufacturers fund most RDT&E costs associated with a new aircraft concept by one of five principal mechanisms:

1) Company Funded, in which the aircraft manufacturer pays for the development cost of a new aircraft. The Boeing B-17, KC-135, Northrop F-5, Cessna Citation family and Gulfstream G650 are examples of aircraft developed through Company Funded RDT&E.

2) Investment Community Funded, in which a company raises external capital from the Investment Community to fund new aircraft RDT&E. The Cirrus SR20/22, Eclipse 500, Adam A500/A700 are examples of aircraft developed through Investment Community Funded RDT&E.

3) Joint-Venture, in which two or more aircraft manufacturers partner and finance the development costs of a new aircraft. The McDonnell Douglas DC-9 is an example of this method wherein McDonnell acquired Douglas, merging company RDT&E funds to finance DC-9 development.

4) Customer Funded, in which the primary customer end-user for a new aircraft funds RDT&E. The DoD award of RDT&E contracts to Aerospace Defense Prime Contractors is a good example of this. Most new US Domestic military aircraft development is funded using this approach, with the F-14, F-15, F-16, A-10, B-2, F/A-35 being examples of aircraft developed through Customer Funded RDT&E.

5) Government Ownership, in which a government owns an equity position of the aircraft manufacturer and consequently funds RDT&E to produce aircraft. This differs from customer funded as the incentive for commercial profit is mitigated as the company itself is owned, either in whole or in-part, the state. The J-10 developed by the Chengdu Aircraft Factory, as well as the MiG-29 and Su-27 developed by MiG and Sukhoi respectively during the Soviet Era are examples of aircraft developed through Government Ownership.

In practice, new aircraft RDT&E is often funded through a combination of the above five approaches, as in the Case of the F/A-22 in which both Lockheed Martin and the USAF committed funds to address aircraft RDT&E. Likewise Boeing used a combination of Internal Company Funds and Investment Community Financing to develop the 787 Dreamliner.

How is Stavatti RDT&E Funded?

Stavatti uses a variety of financial mechanisms to fund new Stavatti initiated aircraft and aerospace vehicle RDT&E. Stavatti programs are presently funded through Investment Community sources. Initially, Stavatti relied upon direct investment by accredited and otherwise qualified investors into Stavatti Corporation itself. To raise initial development and operating funds, Stavatti conducted SEC Regulation D Rule 504 and Rule 506 offerings through a Private Placement. Through the process of conducting Regulation D offerings, Stavatti was introduced to a High Net Worth Accredited Investor was responsible for funding new aircraft concept development through 2007. To raise the capital necessary to fund RDT&E of the Machete Series, including the prototyping, flight testing, Certification/Qualification and production initiation of the SM-27S/T, SM-27J/L and SM-47S/T, beginning in 2008 Stavatti Executive Management joined forces with professionals from Neuberger Berman to establish a Managed Futures Fund to serve as direct Stavatti financing partner. These and other relationships with Managed Futures Funds will serve as the principal mechanism for financing Machete RDT&E. To learn more about the Managed Futures Funds visit Talon Eight.

Does Stavatti engage in Contract Work?

Yes, Stavatti engages in contract work. Stavatti currently performs contracted engineering design/development work and anticipates performing production/manufacturing contract work in the future.

Recent engineering contract work performed includes the conceptual and ongoing full scale engineering design and development of the SC-100 twin-engine utility transport for Skytruck, Inc. of New Orleans, LA. Stavatti presently has an aerospace engineering team qualified to perform aircraft, aerospace vehicle and aerospace defense related engineering design and development.

How Does Stavatti Work with DoD to Address Specific DoD needs?

Stavatti designs new military aircraft to address anticipated future domestic and allied military needs. Stavatti often begins the conceptual design of a new type of military aircraft well in advance of a formal requirement. A good example of this is the 2009 USAF LAAR requirement for a new Light Attack Aircraft. Stavatti began concept design for the Machete beginning in 2000-2001, nearly nine years before the DoD LAAR RFI release.

Communicating directly with potential DoD end-users, Stavatti develops internal requirements based upon feedback from the warfighters. By anticipating probable DoD needs based upon direct warfighter feedback and designing aircraft to address those needs well in advance of RFI or RFP release, Stavatti is able to significantly reduce the development cycle of a new weapon system. Embarking on new military aircraft design and development as a private, commercial venture, enables Stavatti to create new weapon systems in advance of a specified need and in so doing, reduce the risk associated with DoD long-range planning in terms of cost, time and technical unknowns.

Stavatti's approach to the privately financed, commercial development of a military aircraft allows DoD to focus primarily upon procurement, rather than RDT&E. Stavatti in-turn is a company which bases its revenue not upon receiving contacts for Research and Development, but upon fielding and supporting functional, active duty military aircraft. The Stavatti mind-set is focused upon mission completion and success. It's upon providing the warfighter the physical combat tools necessary to get the job done.

Although Stavatti may compete for DoD RDT&E contracts, the optimum Stavatti approach to new military aircraft development centers upon the private sector development of a weapon system which is then procured by either the USAF, USN, USMC, US Army or other service branch. Ultimately, the benefit of this approach is the reduction of both the cost and lead-time associated with new military aircraft procurement.

By developing aircraft privately, Stavatti must maintain realistic cost controls in order to afford the development of a new military aircraft. In spending our own money, or that of an investment concern, development costs are inherently controlled and design/development times are reduced. Consequently aircraft flyaway costs are reduced as the overall RDT&E expenses which Stavatti must recover to achieve an adequate Return On Investment (ROI) are lower than our competitors.

Ultimately Stavatti's Approach allows DoD to focus their budgets upon procurement and sustainment, thereby enabling the acquisition of military aircraft in the quantities necessary to maintain adequate force levels.

Will Stavatti Aircraft Comply With the Buy American Act?

Yes. Stavatti Aircraft will be produced as a combined effort of Stavatti and Industry Team Members (ITMs) in compliance with the Buy American Act. Stavatti is a US domestic corporation which performs the engineering of all fixed wing aircraft in the United States and intends to produce all aircraft within the United States.

What Does the “SM” Stand For in Stavatti's Nomenclature?

The "SM" stands for "Stavatti Model." With respect to the Machete, SM-27 means “Stavatti Model 27.” Like Boeing, Lockheed and a variety of other aircraft manufacturers, Stavatti initiated a model numbering system some years ago and few of our models mature beyond the conceptual phase. The turboprop Machete is the 27th aircraft design Stavatti had developed through the conceptual design phase, but will serve as our first production military aircraft.

Although the Stavatti Model Numbering system is largely chronological, we reserve the right to assign model numbers to differentiate between specific series or categories of aircraft. In the case of the SM-47, Stavatti did not develop the Super Machete concept until after the SM-45 Aviara design was conceptualized. Rather than assign it the designation of SM-46, we assigned it SM-47 to give a level of continuity with the rest of the Machete series.

The “SM” designation is purely a Stavatti Model Number assignment. We anticipate that if the SM-27 was to ever enter DoD service it would assigned an "A" designation for Attack.

Will Stavatti Produce Unmanned Aircraft?

Yes, Stavatti will produce unmanned aircraft. Moreover, the Stavatti philosophy is to ensure that All Aircraft produced are capable of serving as unmanned/remote piloted or unmanned/autonomous aircraft.

To improve aircraft safety, survivability and ensure mission completion and success, Stavatti is working with ITMs to develop a proprietary flight control architecture which integrates Fly-By-Wire flight controls, sensors, GPS/INS navigation, electronic countermeasures, weapon systems and autonomous logic suite to arrive at a flexible, Line Removable Unit (LRU) type standard flight control system for military aircraft. Known as Hybrid Pilot, Stavatti unmanned aircraft will be operated remotely or autonomously while all Stavatti manned aircraft will incorporate four control modes:

1) Manual
2) Manual with Active Autonomous Override/Auto Eject and Auto Recovery
3) Autonomous with Pilot-In-The-Loop
4) Autonomous Pilot-Out-Of-The Loop

In the Manual mode (Mode 1), a Stavatti aircraft is controlled conventionally by the flight crew. Autonomous Flight Control does not assume control of the aircraft and the flight crew is responsible for the safety and operation of the vehicle.

In the Manual with Active Autonomous Override/Auto Eject and Auto Recovery mode (Mode 2), a Stavatti aircraft is controlled by the flight crew, however, the AFC continuously monitors the attitude, situation and condition of the aircraft as well as that of its human flight crew. In the event of aircraft system failure or human incapacitation, the AFC serves to augment or assume control and guidance of the vehicle. Mode 2 will provide a PANIC BUTTON wherein flight-crews who find themselves “in-over-their-heads” have a mechanism whereby once actuated via the PANIC BUTTON, the aircraft Hybrid Pilot will take over and use its flight abilities as programmed to recover the aircraft. In so doing, the Stavatti approach to general aviation safety enhancement does not rely solely upon ballistic recovery parachutes, but an intelligent flight control system which can reduce the occurrence of stall/spin, departure stall and other pilot error induced accidents.

In the Autonomous with Pilot-In-The-Loop mode (Mode 3) a Flight Crew occupies the aircraft flight deck, but the aircraft operates autonomously.

In the Autonomous Pilot-Out-Of-The Loop mode (Mode 4) the Stavatti aircraft is unmanned, operating without the occupancy of a flight crew. In this mode the AFC serves as the automated, artificially intelligent Pilot-In-Command. In Mode 4 the aircraft is typically remotely started at a ground based control station with mission profile data being up-linked to the aircraft via a secure data link or manually installed via a computer interface flash drive or firewire connection.

Stavatti is developing the Hybrid Pilot system for implementation in Machete Block 20 configuration aircraft. A sophisticated and novel system, initial production aircraft will not incorporate Hybrid Pilot, but can be upgraded to incorporate Hybrid Pilot. A Stavatti vision is to ensure that all production aircraft feature Hybrid Pilot by 2020 as standard equipment with a non-military derivative being integrated in all Stavatti civil aircraft to improve flight safety and reduce fatalities due to pilot error.

To learn more about Stavatti Unmanned Aircraft, please visit Unmanned Aerospace.

What Variants of the Machete Did Stavatti Propose for the LAAR RFI?

The SM-27T Two-Seat Tandem Turboprop Machete was submitted in response to the LAAR CRFI. A separate submission focused upon the SM-27L Two-Seat Tandem Turbofan Machete was also submitted.

Is the Two-Seat Machete Fully Combat Capable?

All two seat variants of the Machete, including the SM-27T, SM-27L and SM-47T will be combat capable. Both the forward and aft cockpits have the same functionality, however, the aft cockpit features greater panel area, longer consoles (right and left) and an additional MFD. The Second Crew Member may serve as a Weapon Systems Officer (WSO) or manage a flight of UAVs from the rear seat, with the SM-27T/L or SM-47T serving as an in-theater UAV mothership for command/control of Predator or other UAVs, including the Cyberprop™ and Cyberjet™.

Is the Machete Cannon Internal or Podded?

The SM-27's 30mm cannon is internal, being permanently mounted to a fixed, ventrally mounted weapon fairing.

How Long Has the Machete Series Been Under Development?

The original Machete concepts were developed in 2000, yet actual design work did not begin until 2003. In 2005 Stavatti met with USAF Planners at the Pentagon as well as Air Force Battlelabs studying COIN and based upon their suggestions, a major redesign effort was undertaken which lead to the creation of the 3 Machete Variants (SM-27S/T Turboprop, SM-27J/L Turbofan and SM-47S/T Air Defense Fighter). In 2007 the design underwent a second review which focused upon increasing the aircraft internal fuel load, weapons carriage and powerplant configuration, which lead to a larger aircraft. The current design was frozen earlier this year, with engineering of the current design beginning in May 2009. The Machete design has undergone significant evolution over the past 9 years, going from paper concept to Solidworks/CATIA CAD engineering files which by the end of this year will be ready for prototype production. Our emphasis has rested upon making major changes during concept design, rather than attempt to incorporate new requirements into a frozen design.

Will Stavatti Release Details of the Machete's Flight Test Schedule?

Details of the Flight Test Program/Schedule will be released after prototype first flight anticipated to be in Late 2010/early 2011. The flight test program will be focused upon FAA certification as well as US DoD Qualification to applicable military requirements/standards. We anticipate contracting the Air Force Flight Test Center at Edwards AFB on a commercial basis for particular elements of the flight test and qualification program, including stores qualification testing.

When Will The Machete Series Be Ready to Field?

Stavatti intends to have the SM-27S/T Machete Ready To Field (LRIP initiation) in 2013-2014, the SM-27J/L Ready to Field in 2014-2016 and SM-47S/T in 2016-2017. While this schedule may seem to be ambitious, we have been performing engineering development for some years and have been waiting to see what, if any, domestic requirement there may be for this category of aircraft prior to proceeding with a final Machete configuration. 2009 has proven to be an interesting year in that both new Supersonic Trainer (APT FoS RFI) as well as Light Attack aircraft RFIs have been released by the USAF, validating our business model.

Will the Machete Program Proceed Regardless of the Outcome of LAAR?

The Machete program will proceed regardless of the USAF bid. While an order of 100 LAAR aircraft would definitely advance the Machete program, we anticipate a long-term global market well in excess of that figure over the next 25 years. What the 100 aircraft LAAR requirement does is identify the need for light attack aircraft and the value of COIN/CAS. We feel this is an indicator of a paradigm shift. The main focus of the Machete program is to meet the needs of US Allies worldwide. We suspect that due to the rapid acquisition time-table that the LAAR requirement will be satisfied by a legacy aircraft. From a strategic marketing standpoint, any legacy aircraft procured to satisfy the LAAR requirement in the near term, could be replaced by Machete aircraft produced 20-25 years from LAAR IOC; at such time when the Machete itself is a legacy system.

Has There Been Interest in the Machete from Potential Customers?

The Machete program is of interest to other potential end users, including Pacific Rim, Latin and South American Nations as well as some African and South East Asian potential customers.

What is the Machete's Exportability in Compliance with ITAR?

Prior to Full-Scale Development of a new export oriented military aircraft, Stavatti applies for and receives prior approval to market the aircraft to all NATO nations and Australia from the US DoS-Directorate of Defense Trade Controls. The DDTC oversees all exports of military equipment including those sold through DCS and FMS. In addition to marketing approval, Stavatti must receive export licenses to sell military equipment abroad. As Stavatti has already gained marketing approval to US and NATO allies, export approval is highly probable. Producing weapon systems for friendly allies, Stavatti will only sell to NATO nations and proven allies including Israel, Taiwan ROC, Japan and the Philippines. Stavatti will adhere to the ITAR at all times. There is no possibility that Stavatti will sell to potential threat states as the ODTC ensures that all sales are within the best interests of the US prior to granting export approval. Stavatti is diametrically opposed to marketing and selling aircraft to potential threat states. This ITAR compliant export policy applies to all Stavatti aerospace products and is standard industry procedure.

Designed for export, the Machete series of aircraft maintains a flexible, open architecture that enables configuration of the Machete avionics, sensor and EW suite to meet specific customer needs while maintaining ITAR compliance. Providing a variety of potential, customer selected options for specific systems, Stavatti will offer Machete series aircraft in configurations which employ either U.S. Domestic, Israel or French manufactured sensors, avionics and EW systems to enable export of the Machete to a large number of allied customers. Employing systems that have been widely exported (such as the P&WC PW127G turboprop) or have been pre-approved for export to most allied nations (including the AN/APG-67 radar) the Machete series will be the most exportable domestically manufactured military aircraft of recent years.

What is the Status of the SM-36 Stalma?

The SM-36 Stalma was originally designed to replace F-5s and F-16s world-wide. The primary commercial focus of Stavatti from 1995 through 2003, the SM-36 Stalma is a single-engine multi-role fighter concept which featured Variable Geometry (VG) wings, all-moving forward swept canards, a V-Empennage and advanced air intakes to result in a Mach 2.5 class, highly maneuverable, low-observable fighter. The SM-36 remained Stavatti's principal military aircraft program prior to the introduction of the Super Machete concept. As the SM-47 Super Machete evolved, it became apparent that the SM-47 could satisfy the ADF/MRF mission for may export customers, hence our focus shifted such that the SM-47 is Stavatti's designated F-5 successor.

Since 2008 Stavatti has been conducting a complete re-design of the SM-36 which concentrates upon tailoring the aircraft for the 2020-2025 Multi-Role Fighter market. We perceive the SM-36 as a potential Typhoon, Rafale, F/A-35 successor and are consequently engineering the aircraft to incorporate internal weapons carriage, an advanced 50,000 lb class powerplant derived from the GEAE F136, next generation low observables technology and a variety of new sensor technologies. The Stalma will have a new appearance, however, it will be generally similar in concept to the original design, incorporating variable geometry wings, canards and a V-empennage. As our primary focus is on the Machete program at this time, we do not anticipate significant work to be performed on the Stalma until the Super Machete enters flight test.

Where Does Stavatti Draw Talent From?

Stavatti is fortunate as there is a consistent availability of extremely qualified talent that desires to join the Stavatti Team. Stavatti does not have difficulty identifying and recruiting professional talent and often draws from recommendations from within the Stavatti organization regarding individuals who would be appropriate executives and employees. Although Stavatti may post job specific employment opportunities online on Dice.com or Clearancejobs.com, or in print in AW&ST or AIAA's Aerospace America, generally speaking Stavatti talent is drawn directly from recommendations and word-of-mouth. Much of Stavatti's talent base draws directly from other aerospace defense companies including General Dynamics, Lockheed Martin, Boeing, Cessna, Pratt & Whitney, MiG, HAL, IAI as well as variety of Industry Subcontractors. Stavatti also draws talent from the ranks of retired USAF, USN and USMC warfighters as well as directly from Universities worldwide.

An innovative organization that continuously works on high-value aircraft and aerospace vehicles, Stavatti is one of the few new aerospace companies where an employee can work on multiple new aircraft projects within a decade, rather than a life-time. By using a “Skunk Works” style approach that values creativity and talent, Stavatti is an attractive alternative to companies where one individual will not always play a significant part in a new aerospace project.

What are the Steps in the Procurement of a Stavatti Military Aircraft?

The steps associated with the procurement of a Stavatti military aircraft include:

1) The execution and delivery of a Letter of Intent (LOI) from a qualified customer for a specific number of Stavatti aircraft and any associated support equipment which may include Ground Based Training Systems (GBTS), Contractor Logistical Support (CLS), technical and training manuals, ground support equipment and spare parts. An LOI is a statement indicating that the customer (client nation) intends to enter into a binding contract for the procurement of a specified number of aircraft. The LOI must include information relating to the number, model and configuration which the customer wishes to procure, the address of the procurement body, a signature of a qualified purchasing representative of the procurement body and the address of the delivery destination of the aircraft.

2) Approval of the State Department-Directorate of Defense Trade Controls (DDTC) for the export and delivery of the said aircraft to the customer. Stavatti will submit forms DSP-5 or DSP-73 or DSP-85 to obtain the necessary export licenses associated with the aircraft procurement by the specific customer/client nation. Export licenses are not required for domestic sales to the US DoD/government user agencies. Once Stavatti receives an approved export license, the customer and Stavatti may proceed with contract draft and signing.

3) Drafting and execution of a Procurement Contract (PC). The PC will specify the precise configuration of the aircraft to be procured including powerplant, avionics, instrumentation, escape systems, armament, APU, armor plating, sensors, EW suite, tires, paint scheme and livery, warranty, associated support equipment, etc. Delivery destination, anticipated delivery date and total contact value will be specified, as well as all other information necessary to produce and deliver the contracted aircraft to the customer in their desired configuration. The Customer must ensure the PC is accompanied by a Contract Initiation Payment (CIP) valued at One Third to One Half (1/3 to 1/2), dependent upon negotiation, of the Total Contract Value to be paid to Stavatti. Once Stavatti receives the CIP, Stavatti will initiate the production of specific aircraft for the customer.

4) Stavatti completes production of the aircraft airfame, including final assembly of all airframe structural components, powerplant, support systems and related flight hardware to result in a “Green Airplane.” At this point, Stavatti will require a payment of One Third (1/3rd) the Total Contract Value unless the customer had a Contract Initiation Payment of the Total Contract Value at Contact Signing, in which case Stavatti will proceed to final completion without additional payment.

4) Stavatti completes the aircraft, integrating all sensors, avionics, armament and EW systems as well as final airframe components such as transparent canopies, ejection seats and exterior lighting. Stavatti delivers the completed aircraft to the customer as specified in the PC. Upon delivery of the aircraft to the customer, the balance of the total contract value, equal to the remaining One Third to One Half (1/3 to 1/2) of the Total Contract Value, must be paid to Stavatti.

How will Stavatti Compete with Existing Industry Leaders?

Stavatti concentrates upon satisfying niche market which are considered low-hanging fruit to a lean, new enterprise, yet are not worth the financial investment by most major industry leaders.

There are three remaining US Domestic prime contractors which are capable of producing modern fighter aircraft: Boeing, Lockheed Martin and Northrop Grumman. Prior to the JSF, Boeing has never build a jet fighter or a manned supersonic aircraft. Although Lockheed has produced many significant high performance aircraft, they have only built two production operational supersonic fighters in the last 40 years: The F-104 and the F/A-22. Although the F-104 found success on the international market, failed to realize major USAF service (Lockheed actually sold more of the 'unsuccessful' F-104 then all the anticipated sales of F/A-22s and subsonic F-117s combined). Lockheed is about to begin F/A-35 production, however, it only recently that Lockheed has had significant experience building tactical supersonic aircraft.

Northrop Grumman is known only for the production of small, light supersonic fighters (with the exception of its abandoned Grumman heritage) which found only limited service with the USAF. The aerospace industry has changed dramatically. Current major prime contractors consist only of Boeing and Lockheed Martin as Northrop Grumman has shifted from aerospace to information technology/electronic systems. Stavatti's core domestic competitors, Boeing and Lockheed Martin are not known for being successful fighter manufactures and do not have a fighter heritage. Boeing fighter production lines, gained through the McDonnell Douglas merger, including the F-15 and F/A-18C, are closing. While the F/A-18E/F will remain in production for some time, it is a fourth generation aircraft that will eventually loose its competitive edge.

As Boeing did not win the JSF competition, it will likely end fighter production after completion of F-15 and F/A-18 orders and build only airliners, competing with Airbus rather than Stavatti or Lockheed Martin. Aside from the P-38 and F-104 of decades past, Lockheed Martin has lost money on all recent fighter programs (including the F-22) but improved F-16 orders and their recent F/A-35 JSF contract win will increase their bottom line. Never-the-less, Lockheed Martin is shifting from aircraft, to contract/facilities management. It is very likely that Boeing and Lockheed Martin will not be major competitors in the fighter business over the next 25 years. Without the JSF win, Boeing is now concentrating on Unmanned Combat Aircraft and Airliner/Transport manufacturing. Lockheed is focusing on the F/A-22 and F/A-35 JSF, but procurement of JSF will never see the numbers as anticipated due to errors inherent to both the design and program. Lockheed Martin will shift from aerospace to other more successful programs, including the management of National Laboratories and non-aircraft related design.

Although Lockheed Martin, Boeing and Northrop Grumman are undoubtedly competitors to Stavatti, they are not presently engaged in the same degree of innovative and industry dominating military aircraft manufacturing and sales as they did in decades past.

Looking at the LAAR requirement, Stavatti is the only US domestic company to propose an all-original, innovative, combat oriented U.S. designed solution to the USAF need. Although Lockheed and Hawker Beechcraft have submitted a response, their proposal is the AT-6 which is a Pilatus based design. Boeing likewise submitted the OV-10X based upon the OV-10 which first flew in 1965. Although considered competitors, the principal threat to a Machete LAAR win is not Boeing or Lockheed, but Brazil's Embraer with the AT-29 Super Tucano.

Similarly, Stavatti is the only potential supplier of a US domestic contender for the T-X to replace USAF T-38s. It is evident that Lockheed Martin is supporting the T-50 Golden Eagle and Boeing is teamed with Aermacchi to propose the M-346. Although fine aircraft in their own respects, neither are U.S. designs.

Stavatti represents a new knowledge base for the domestic aerospace defense industrial complex. We are quickly becoming one of the few remaining companies that will propose a new supersonic military aircraft design that is wholly designed and produced in America. Using lean methods to control the costs of both development and production, Stavatti has a solution to return profitability with affordability to the military aircraft business.

Working directly with Lockheed Martin, Boeing, Northrop Grumman, Vought and Raytheon as Industry Team Members, these proven, established industry giants will supply major systems including integrated airframe structural assemblies such as fuselage modules, wings and empennages, as well as bulkheads, frames, ribs, extrusions and wing-skins to many Stavatti aircraft. These companies will also supply sensors, avionics, Electronic Warfare systems, Flight Controls, Missiles and a host of critical subsystems to Stavatti. In essence, although Stavatti may compete on some fronts with major domestic prime contractors, at the end of the day, those same contractors are major team members that will participate in the success of Stavatti military aircraft.

Stavatti's primary competition will not come from domestic aircraft manufacturers, but from but foreign companies, including Saab, Embraer, KAI, Aermacchi Dassault, MiG, Sukhoi and the numerous aircraft manufacturers of the PRC.

What is Stavatti's View on Product Liability?

Military aircraft sold to government air arms, including air forces, navies, etc., are generally not subject to product liability suits. The government that procures and operates military aircraft is responsible for all product liability. With regard to general aviation, in 1994 congress passed the General Aviation Revitalization Act which limits the degree to which product liability suits can affect general aviation lightplane manufacturers. Upon the passage of this law, Cessna initiated single engine lightplane production, citing that the principal impetus for halting production in 1986 was product liability law. To protect Stavatti, however, product liability insurance will be purchased. Furthermore, Stavatti will maintain a product liability cash reserve prior to producing any general aviation aircraft. Finally, there is a strong probability that rather than "sell" aircraft, Stavatti will lease all general aviation, sport and business aircraft to customers who pass an extremely rigorous qualification schedule. Provided the owner/operator is duly qualified, all non-military customers, under the terms of their lease, will be required to provide consistent accident, liability, health, term-life and additional insurance, lest their lease will be invalid. Product liability is not considered a risk in SM-27 Machete production as the aircraft is intended for sale to governments. Product liability is considered a manageable risk with respect to general aviation aircraft production.

How Does Stavatti Generate Images of Non-Production Aircraft?

Stavatti uses a variety of tools to produce hypothetical images of new aircraft that have not been prototyped or are not yet in-production. All images featured on the Stavatti Website and found in Stavatti literature are hypothetical renderings of Stavatti aircraft that are either under development or considered concepts. Stavatti produces all hypothetical renderings in-house using Stavatti resources.

The first hypothetical aircraft renderings were generated using solid CAD models created in CATIA V4 using an IBM AIX workstation/operating system. These renderings were created between 1994-1998 and served as the basis for original Stalma and Sleek renderings. Between 1998 and 2007, Stavatti hypothetical aircraft renderings were created using physical scale models of Stalma, Sleek, Machete and other aircraft. The models were built by Stavatti and included 1/10 to 1/48 scale models of composite construction. Since 2007 all new hypothetical aircraft renderings have been developed using X-Plane V8 and V9 by Laminar Research. Current X-Plane rendered images do not feature crewmembers in aircraft cockpits to indicate that the image is hypothetical image and not to be construed as an image of an actual production aircraft. Absence of crewmembers also indicates the ability of the aircraft to be procured in an unmanned/ autonomous configuration.

In 2009 Stavatti began generating hypothetical renderings using Solidworks 2009. Stavatti anticipates renderings developed in 2010 to be a hybrid of Solidworks and X-Plane models. Once the Machete prototype enters flight-testing, Stavatti will replace all hypothetical renderings with photographs of actual aircraft. Stavatti will continue to use hypothetical renderings in the display and promotion of new aircraft under development, as well as new aircraft concepts.

Are X-Plane® Models of Stavatti Aircraft Available For Download?

Yes, Stavatti produces official X-Plane V9 compatible models that are available for download by the general public. You may download Stavatti X-Plane models of the Machete series by visiting Machete X-Plane. The Machete series is the only aircraft modeled in X-Plane that is available for the general public at this time.

What is the TIS-1?

In 1999, a Stavatti team consisting of three full-time employees developed a concept for a man-portable, directed energy weapon that we designated the TIS-1 (later SF-1) in direct response to a US Army ARDEC Request For Information (RFI) entitled Light Fighter Lethality After Next (LFLAN) Solicitation DAAE30-99-R-0414. Quoting directly from the LFLAN RFI:

"To insure that our forces will continue to be equipped with superior small arms in the future, the Close Combat Armament Center is initiating a market survey to identify and assess technologies and concepts appropriate for the next generation small arms. This Light Fighter Lethality After Next (LFLAN) effort addresses the next generation, individual combat weapon system. This system will respond to the threats of the Army After Next and is expected to be fielded in the 2020 - 2025 timeframe….. It is important to note that offerors responding to this survey are to think "out of the box", to submit revolutionary not evolutionary concepts."

Per the RFI, Stavatti submitted an “out-of-the-box, revolutionary concept” for the 2020-2025 timeframe. The concept was not intended to be a readily available production article, nor something we were prototyping or producing, but a concept for some time in the next quarter century. This concept was the first marriage of a portable gas-dynamic weapon with a radioisotope power source, Polonium-210. This radioisotope generates heat by emitting alpha particles as it decays to lead over its 138-day half-life.

Stavatti's LFLAN response was a five-page document that summarized a technical approach for developing a man-portable directed energy weapon, in this case a gas dynamic laser, in the first quarter of the 21st century. The concept was proprietary so certain critical technical aspects were omitted in our response to the RFI. On the last page, we list technical risk factors associated with the project. These included the technical challenges associated with developing and fielding the radioisotope power source, dissipation of heat generated within the weapon system, costs associated with using a high percentage of exotic alloys, the recoil forces associated with the weapon, etc. Stavatti is fully aware of the technical challenges associated with the development, production, and fielding of a man-portable directed energy weapon.

Between July 1999 and March 2003, Stavatti's LFLAN RFI submission went largely unnoticed by both defense periodicals and the public. The submission was a white paper assembled in response to the RFI and specifically written for the soliciting agency, TACOM-ARDEC. It was never intended for general circulation within the defense industry or to the public. Stavatti did post information on its website associated with the Armament Systems division of Stavatti regarding the TIS-1. However, that information was posted to support the LFLAN submission since Stavatti was receiving inquiries and feedback from the LFLAN soliciting agency between 1999 and 2003.

Did Stavatti Produce the TIS-1?

No, the TIS-1 was a concept developed in response to the US Army LFLAN RFI. Stavatti has not, nor have we attempted to produce the TIS-1 or alternate man-portable directed energy weapon.

What was the LFLAN RFI?

The Light Fighter Lethality After Next (LFLAN) RFI Solicitation was published in Commerce Business Daily (CBD) on May 19th, 1999. In our response, Stavatti considered that it was both a request for an “out of the box” concept and that it was for the 2025 timeframe. As a forward-looking company, it was our prerogative to consider unconventional solutions. At that time, Armament Systems was already developing concepts for new small arms that employ current production ammunition and conventional arms technologies. Although we considered an RFI response based on traditional firearms, the stipulation for an “out-of-the-box” solution drove our proposal response team to consider unconventional small arms technologies, including lasers.

Since Stavatti is led by physicists with a background in nuclear, as well as aerospace engineering, our concept development team was well versed in lasers and had been engaged in developing gas dynamic laser concepts for primary fixed armament for fixed wing aircraft for the 2025 timeframe. As early as 1995, Stavatti began exploring concepts that could lead to a directed energy weapon that could replace the 20mm M61A2 Vulcan Cannon used as standard armament on most USAF/USN fighter aircraft, as well as future Stavatti combat aircraft. Upon accessing the state-of-the-art in directed energy weapons technology, in 1998 Stavatti's focus centered on gas dynamic lasers as the most practical approach to achieve an airborne laser for tactical fighter aircraft. Armament Systems inherited this work on gas dynamic laser concepts for tactical aircraft when it was formed in 1998.

We decided that a directed energy weapon approach was appropriate for a 2025 concept RFI response. Furthermore, our prior concept work regarding gas dynamic lasers was considered directly applicable to small arms. Stavatti developed and submitted the TIS-1 concept as a potential LFLAN solution.

Unlike tactical lasers for fixed wing aircraft, which would be powered by an engine driven electrical or heat source, the LFLAN submission required a man-portable, weapon integrated energy/heat source. Since a gas dynamic laser requires a heat force to produce the laser, Stavatti immediately began looking at compact, lightweight mechanisms to generate consistent, reproducible heat. For a variety of technical and pragmatic reasons, we proposed the Polonium 210 radioisotope approach to heat generation. The radioisotope identified as the TIS-1 heat source was Polonium-210.

The TIS-1 LFLAN RFI response provides a more than adequate technical overview of the conceptual approach. Persons interested in reading the RFI submission may do so by visiting www.defensereview.com, or by contacting Stavatti. As a concept description, the RFI submission outlines basic principles behind the concept. It is not a patent application. It is not a detailed technical dissertation or technology program plan. It does not include blueprints, a quantitative technical analysis, test bench results, or Solidworks/CATIA solid model files. It is not engineering documentation or a formal engineering proposal. It is a concept paper. It is technical and provides a relatively detailed description of our concept's foundation, but it is does not contain what we consider trade secret or proprietary information regarding our concept approach. It is an overview and not intended to serve as a complete treatise on Stavatti's approach to weaponized gas dynamic lasers.

Is Stavatti Developing Directed Energy Weapons?

Stavatti is not developing directed energy weapon at this time. Furthermore, with respect to the TIS-1, there is no specific or published DoD RFI or RFP for a man-portable directed energy weapon. It is the opinion of Stavatti leadership that battlefield tactical directed energy weapons will be developed by 2025, fielded in the 2030-2040 timeframe, and that the gas dynamic laser approach is one of the more efficient mechanisms to realize such a weapon.

With respect to airborne directed energy weapons, on August 30th, 2009, a USAF C-130H armed with a high-power chemical laser destroyed an unoccupied stationary vehicle from altitude: the laser beam's energy being the lethal mechanism that destroyed the vehicle. Greg Hyslop, Vice President and General Manager of Boeing Missile Defense Systems was quoted afterwards stating,

"This milestone demonstrates that directed energy weapon systems will transform the battle space and save lives by giving warfighter a speed-of-light, ultra-precision engagement capability that will dramatically reduce collateral damage… By demonstrating this capability, the ATL team has earned a distinguished place in the history of weapon system development.”