Tag Archives: RPV
How long before China acquires blueprints for the X-47B?
“What R&D breakthroughs are required to give China a carrier-borne UCAV?” Seriously? Nicking the plans for the X-47B would do it. Certainly overcomes all the obstacles that the article claims need to be overcome. Has China suddenly developed an aversion to industrial espionage? Doubtful.
What R&D breakthroughs are required to give China a carrier-borne UCAV?
Military experts are currently speculating on whether China’s aircraft carrier may be equipped with unmanned combat air vehicles (UCAV). This has not only increased public interest in these new “robot fighters”, but also led China’s military devotees to wonder whether China’s forthcoming self-developed aircraft carrier will similarly be equipped with shipborne UCAVs.
The technical threshold of the unmanned air vehicle is relatively low. A company that can manufacture sophisticated model aircraft has the technology to develop a UAV. However, the threshold of a UCAV is more than 10 times higher than that of a UAV. The combat capability of UCAV requires particular abilities in target identification and autonomous attack. Thus the requirements of the observing and targeting system (eyes), the control system (brain), and the communication system (mouth and ears) of a UCAV are very high. On the one hand, the UCAV should be able to detect the target that is to be attacked, while transmitting images to remote controllers; on the other hand, the UCAV should be able to receive remote directions based on human judgment, and then launch attacks or engage in combat under remote control.
Shipborne UAVs were not manufactured specifically for aircraft carriers. It is already the case that some advanced modern destroyers and surface vessels have been equipped with shipborne UAVs.
But the greater platform size of an aircraft carrier creates the opportunity for large-scale UAVs with combat and attack capabilities. However, this presents a technical difficulty – carrier-borne UCAVs need all the functions of ordinary UCAVs, but also require an independent capacity to take off from and land on aircraft carriers. The requirements of carrier-borne UCAVs include not only attack and combat capability, but also the delicate maneuvers of ‘intelligent’ aircraft.
Therefore the development of a carrier-borne UCAV involves extremely high research costs and a complex development process. If China intends to commission UCAVs similar to the US carrier-borne X-47B, five technical breakthroughs must be made.
The first is advanced aerodynamic design. It can be seen from the shape of the X-47B that these designs improve stealth, increase flight range, and respond to the demands of air attack and combat. The X-47B, the UK “Taranis”, and France’s “Neuron” all feature a recessed rear inlet and flying-V wings.
The second step is advanced flight control technology. This is the real technical challenge for the UCAV. The carrier-borne UCAV requires a full range of capabilities covering takeoff, cruise, combat, withdrawal, and landing. The demands on the electronic take-off and landing systems for the moving deck of an aircraft carrier are significantly higher than the requirements for a land-based airport.
A UCAV’s flight control equipment adjusts the craft in flight. This requires the flight control computer to implement planning and design according to a series of algorithms as quickly as possible after feedback, and update in response to environment changes detected by sensors.
Combat imposes high demands on the UCAV’s flight control system. Whether in aerial combat or an attack on an enemy target, both the UCAV itself and the target can be moving at high speeds. The flight control system must be able to control the aerial maneuvers of the UCAV in response to a dynamic battlefield environment.
Returning to and landing on the aircraft carrier are the steps with the highest accident rate for both manned and unmanned combat aircraft. Therefore, China’s shipborne UCAV will require not only advanced satellite navigation, but also a higher specification of flight control system to achieve a safe landing.
The third element is intelligent attack-defense integrated firing control. The U.S. military classifies UAVs in levels ranging from ACL-1 to ACL-10 (totally autonomous). A relatively complete firing control system begins at level ACL-4. The more advanced generation of shipborne UCAVs such as the X-47B are classified at level ACL-6, that is a UAV with the capacity to deal with sudden threats and targets in the form of multiple drones. At this level, the shipborne UCAV is required to have an autonomous attack-defense integrated firing control system with a significant degree of “intelligence”.
The fourth feature is a high thrust-weight ratio turbofan, achieved at low cost. The turbojet/turbofan engines used on American UCAVs are always derived from civil engines or manned military planes. For example, the X-47B uses the F100-220U turbofan engine derived from the F-100, originally developed for the F-16. The characteristics and combat environment for a UCAV require that its engine should have a low fuel consumption rate, a high thrust-weight ratio, low R&D and purchase costs, convenience for maintenance, and fitness for long-term storage.
The fifth element is information security. Communications between the UCAV and the remote controller are very likely to be targeted for disruption by the adversary. Thus the UCAV must use the most sophisticated network security technology, and error-free self-destruct programs.
Although the UCAV is an excellent weapon, the technical difficulties cannot be ignored. UCAV development experts throughout the world have racked their brains in search of solutions to the problems posed by intelligent flight and firing control systems, and the need to guarantee information transmission security.
In the development of a carrier-borne UCAV, we need to exercise patience. If China intents to research and develop such an aircraft, then high-tech combat attributes should perhaps be considered as a second phase. Functions such as early warning, investigation, and relay-guidance of UAV can be executed as a first priority.
Royal Navy signs £30m contract for Boeing ScanEagle reconnaissance drone
UK warships on operations will benefit from a surveillance craft capable of flying for 24 hours, under a £30m ($47m) contract to Boeing Defence UK Limited signed by the MOD.
The ScanEagle will be launched from the deck of Royal Navy and Royal Fleet Auxiliary ships by day or night to provide Intelligence, Surveillance and Reconnaissance (ISR).
The ScanEagle is an unmanned aerial vehicle (UAV) developed by the Boeing subsidiary Insitu. In service with the US military since 2005, the ScanEagle is also operated by the Royal Navy, the Republic of Singapore Navy and the Canadian Army.
Crew: none on-board (unmanned aerial vehicle)
Length: 3.9 feet (1.19 meters) ()
Wingspan: 10.2 feet (3.1 meters) ()
Loaded weight: 39.7 lbs (18 kilograms) ()
Powerplant: 1 × 3W 2-stroke piston engine, 1.5 hp
Maximum speed: 55-80 mph
Endurance: 20 + hours
Service ceiling: 16,000 feet above ground level (4,876 meters)
VIDEO: Lockheed Martin Unmanned Systems (2013)
X-47B demonstrators will continue flying into FY 2014
Good decision. Don’t retire ’em… keep flying ’em.
US Navy hopes to fly X-47B demonstrators into 2014
The US Navy hopes to continue flying its two Northrop Grumman X-47B unmanned combat air system demonstrators (UCAS-D). The service had earlier said that the prototypes would be retired after the type had demonstrated the ability to make carrier arrested recoveries onboard the USS George H W Bush: an achievement first made on 10 July.
“The two X-47B air vehicles will reside at [NAS Patuxent] River [Maryland] while the N-UCAS programme continues to assess potential opportunities for additional test operations at Pax River and at-sea,” the US Naval Air Systems Command says. “These efforts will focus on reducing risks for the follow-on unmanned carrier-launched airborne surveillance and strike [UCLASS] programme and help the navy to better understand how to operate unmanned systems of this size in the areas of research and development.”
Analyst Mackenzie Eaglen of the American Enterprise Institute says that the USN will continue to fly the X-47B because many critics had charged that the service was prematurely retiring the two testbeds. “Navy leaders are responding to criticism and probably the likelihood that sequestration will seriously hinder and/or delay UCLASS,” she says.
The X-47B aircraft are now expected to continue flying into 2014.
X-47B fails fourth landing aboard USS George H. W. Bush
It’s called testing. Lord forgive them for not having every test go 100% perfectly every single time.
X-47B Fails Landing Attempt – Again
Unmanned Jet Was Trying To Repeat Last Week’s Success
WASHINGTON — The X-47B unmanned jet, which successfully landed twice last week on an aircraft carrier, was unable to repeat the feat Monday, U.S. Navy sources confirmed July 16.
The aircraft nailed its first two landing attempts July 10 on the USS George H. W. Bush, but a third landing that day was aborted when the aircraft’s systems detected a problem with an onboard computer. Following its programming, the aircraft then flew to a “divert” field at Wallops Island, Va., where it remains.
Naval Air Systems Command (NAVAIR) and Northrop Grumman engineers were back on board the carrier Monday to try for a third successful “trap,” this time using the other of two X-47B aircraft.
But it didn’t happen. The aircraft developed technical issues while in flight from Naval Air Station Patuxent River, Md., to the ship and officials decided to abort the attempt before the X-47B reached the vicinity of the carrier, steaming off the U.S. east coast.
Nevertheless, officials have termed the tests “successful” in that the program’s objectives of demonstrating unmanned flight on and off an aircraft carrier were achieved. And at least in the case of the July 10 waveoff, the system’s ability to detect and respond to a problem was validated, if unintentionally. But the fact is that four times the Navy attempted to land the aircraft on the ship, and only two attempts were successful.
Officials point out that the program’s requirements called only for one successful landing, although testers targeted three at-sea traps.
“Initial parameters for the test required three traps on board the carrier,” a Navy official said Tuesday. “However, after two successful traps and two wave-offs, the Navy is confident it has collected the data necessary to advance this program and develop the requirements for UCLASS.”
The Unmanned Carrier Launched Surveillance and Strike Program is the follow-on effort to develop an operational unmanned aircraft using technologies and lessons learned from the X-47. Navy officials hope to field a UCLASS aircraft by 2019.
Underscoring the effort’s importance, the July 10 event was attended by Secretary of the Navy Ray Mabus, Adm. Jonathan Greenert, chief of naval operations, and more than two dozen media representatives. The secretary and CNO were effusive in their praise for the program and the technological achievement, and of the historic nature of the events. The successful landing received extensive national and international media coverage, as did the first catapult launch from the ship on May 14.
With the failure of the July 15 test, the program’s flying days are all but over. The aircraft used on Monday, numbered 501, remains at Pax River, and no further X-47B flying tests are scheduled after 502 flies from Wallops Island to Pax River.
Funding for the X-47B, under the Unmanned Combat Air System Aircraft Carrier Demonstration (UCAS-D) program, runs out at the end of September with the close of the fiscal year.
A statement was issued by NAVAIR late Tuesday afternoon about Monday’s incident, reproduced here in full:
“The Unmanned Combat Air System Demonstration (UCAS-D) program successfully completed testing with the X-47B aboard USS George H.W. Bush (CVN 77) July 15, culminating a decade of Navy unmanned integration efforts that show the Navy’s readiness to move forward with unmanned carrier aviation, says Rear Adm. Mat Winter, who oversees the Program Executive Office for Unmanned Aviation and Strike Weapons in Patuxent River, Md.
“On July 10, the X-47B completed the first-ever arrested landing of an unmanned aircraft aboard CVN 77. Shortly after the initial landing, the aircraft was launched off the ship using the carrier’s catapult and completed a second successful landing.
“ ‘We accomplished the vast majority of our carrier demonstration objectives during our 11 days at sea aboard CVN 77 in May,” said Capt Jaime Engdahl, Navy UCAS program manager. “The final end-to-end test of the UCAS including multiple arrested landings, flight deck operations, steam catapults, to include hot refueling procedures, was accomplished on July 10 and the procedures, the X-47B aircraft and the entire carrier system passed with flying colors.’”
“During its final approach to the carrier on July 10, the X-47B aircraft, “Salty Dog 502”, self-detected a navigation computer anomaly that required the air vehicle to return to shore, where it landed at Wallops Island Air Field. The X-47B navigated to the facility and landed without incident. Salty Dog 502 is scheduled to fly back to Pax River later this week.
“Aircraft “Salty Dog 501″ was launched to the ship on July 15 to collect additional shipboard landing data. During the flight, the aircraft experienced a minor test instrumentation issue and returned to NAS Patuxent River, where it safely landed. There were no additional opportunities for testing aboard CVN 77, which returned to port today.
“ ‘Completing the first-ever arrested landing with an autonomous, unmanned aircraft is truly a revolutionary accomplishment for the U.S. Navy,” said Winter. “This demonstration has successfully matured the needed critical technologies for operations in the actual carrier environment and has set the stage for Naval Aviation to blaze the trail for relevant unmanned, carrier-based warfighting capabilities.’”
Spanish Navy acquires first Skeldar V-200 UAV
The Spanish Navy has acquired its first Skeldar V-200 UAV from Swedish company Saab AB at a cost of €2.5 million.
La Armada española adquiere su primer UAV, un “Skeldar V-200” de SAAB, por 2,5 millones de euros
La Armada dispondrá por fin de su primer avión no tripulado embarcado. La Dirección de Abastecimiento y Transportes de la Armada ha anunciado la formalización del expediente 34/13, relativo a la adquisición de un sistema aéreo no tripulado embarcado, por el que, por un monto de 2,5 millones de euros, resulta adjudicataria, con fecha 26 de junio, la firma sueca SAAB AB. Si bien el BOE no especifica el modelo, fuentes de la Armada han confirmado que se trata del “Skeldar V-200”. La fecha de entrega, así como la posibilidad de incrementar el número de pedidos, se desconoce.
Diseñado sobre la base del fuselaje CybAero APID 55, el prototipo Skeldar 5 POC efectuó su primer vuelo en mayo de 2006, pasando a denominarse Skeldar V-200 en 2008. Con capacidad de despegue y toma vertical (VTOL), este helicóptero no tripulado posee un radio de misión de 15 km, una velocidad máxima de 130 km/h y autonomía de hasta cinco horas con una carga máxima útil de 40 kg. Sus dimensiones son de 1,3 m de alto por 1,2 metros de ancho. El diámetro del rotor es de 4,7 m.
El “Skeldar V-200”, programa que comenzó en 2004, se confirma como un modelo óptimo para realizar labores de control y vigilancia, económicamente en términos más rentables que los costes de este tipo de misiones desempeñadas por un helicóptero tripulado. La estación de control de la aeronave incluye un ordenador para coordinar y gestionar las misiones, además de las cargas que lleva incorporadas el avión. En cuanto al número de operadores que necesita, puede variar entre dos y cuatro.
Ya en 2010 la Armada española anunciaba la decisión de equiparse con UAVs embarcados. El objetivo principal era potenciar las posibilidades y facultades del contingente español desplazado en el Índico en el contexto de la “Operación Atalanta”. En un principio, y según confirmara el Jefe de la División de Planes del Estado Mayor de la Armada, José Antonio Ruesta, en declaraciones a los medios de comunicación hace ya tres años, se contaba con un presupuesto de hasta 8 millones de euros para dotarse con este tipo de sistemas. Visto lo visto, a día de hoy, la cantidad asignada se sitúa casi cuatro veces por debajo de lo entonces estipulado.
Entre los dispositivos que habrían presentado mayores posibilidades para hacerse con este contrato se apuntó al “Scan Eagle” de Boeing, prototipo que ya ha sido probado en circunstancias semejantes a las que se quiere destinar el “Skeldar V-200”. Otro de los pretendientes al contrato fue el “Camcopter S-100”, en un proyecto conjunto elaborado por la firma española SENER y la austriaca Schiebel.
X-47B making arrested landing on USS George H. W. Bush, high res photo
6th Gen. Naval Fighter Will Have Manned and Unmanned Versions
Please note the strong assertion that this is not to replace the F-35, but merely supplement it. Which, of course, means it will replace the F-35… and we’re all left wondering why we went ahead and spent so much money on it in the first place.
USN, Industry Seek New Concepts For 6th-generation Fighter
WASHINGTON — The makeup of the US Navy’s carrier air wings will start to shift in a few years as the F-35C joint strike fighter begins to enter service. The typical carrier flight deck will see both F-35s and F/A-18 E/F Super Hornets in operation. But thoughts already are turning to what lies beyond the F-35’s fifth-generation aviation technology, to the planes that in the 2030s will begin to replace the F/A-18s flying with US and international services.
Rear Adm. Bill Moran, the Navy’s director of air warfare in the Pentagon, offered his thoughts on the future aircraft, dubbed the F/A-XX, during an interview in the Pentagon.
Q. Where are you today on what you think the sixth-generation aircraft is?
A. We don’t talk in terms of generations of airplanes. It’s really ill-defined in my view, and mostly wrapped around stealth technology. So we are not in the business of trying to design and build a sixth-generation air wing. I do not even talk about sixth generation. But I do talk about where our aircraft quantities start to run out of service life.
The bulk of our force today are Super Hornets and they will be there for a long time, out until the end of the 2020s, early 2030s timeframe. But then that need starts to occur when the airplanes reach 9,000 hours of service life. When that happens, we are either going to buy a bunch more F-35Cs, or we are going to have to start looking at capability that we can replace the capability set, the mission set that the F/A-18 E/Fs do today.
We are taking an approach called FA-XX. We’ll [start a study] next year that would assess all those missions the F/A-18 E/F plugs into, in the air wing. How could we capture those capabilities in another way instead of buying another very high-end, very expensive platform replacement? Certainly there will be platforms involved, but do they have to be platforms that look and feel and operate much like an F/A-18 E/F or an F-35 does today? Could it be done differently? Could we do the mission sets different?
For example, we talk a lot to NAVAIR [Naval Air Systems Command] about future designs being more of a truck that has an open architecture design, so you can plug different sensors, different payloads and weapons into that for a specific mission, and be able to move those sensors and payloads around so you can do multiple different missions on different days, or different sorties, instead of trying to build everything into a jet — that becomes very expensive.
It is very much in line with [the direction of Adm. Jonathan Greenert, chief of naval operations], where he talked about payloads over platforms. In other words, the payload piece is what is important. Getting the right payload in the right place, at the right time is also critical. But what kind of truck that payload rides around on is what we are really after.
So we want to look holistically at all of the things that contribute to a mission. They include space-based. They include other platforms that are already part of the air wing — E-2D Hawkeyes, EA-18G Growlers — and the rotary wing component. How do we do a system-of-systems look across all of those platforms, and decide what capability gaps we need to cover as the F/A-18 E/Fs start to fall off?
Now we try to tell industry that we are just opening up the aperture to have a conversation about what they think the art of the possible is. I have had some great discussions with industry partners about this. Do not just look to walk in here with a new design, a sixth-generation aircraft. I am not interested in that conversation yet. I am interested in what are the technologies that you think you can bring? And specifically propulsion, which drives future capability. That is the timeline driver. If you are looking at a game-changing propulsion capability, whether it is long dwell, fast and high, all of those types of attributes to a propulsion capability, we have got to start working that now to lead to whatever the truck looks like.
And as you are developing that propulsion capability, then you can start to look at what kind of payloads? What kind of sensors? What kind of integrating capability that you want to develop across the air wing, so you continue to have the same effect of a different shape, a different mix of an air wing in the future.
Q. Do you think about unmanned aerial vehicles?
A. You could look at small UAVs launched off a truck that do different mission sets currently done by larger platforms that are very costly or expensive. There are lots of [concept of operations] questions that come into play as we study this. And of course, now you are trying to project a threat that is in the 2030s and ’40s and even in the ’50s — and what that threat could evolve to. That is going to drive a lot of how you view what the air wing ought to look like that far out.
So it really is our opportunity right now, while we are building F-35s, while we are continuing to mature F/A-18 E/Fs to deal with the ’20s and ’30s. What are we looking at beyond that?
When you look at normal development plans that take an average of 17 years for aviation, we are at that point right now if we are truly going to get to a 2030 capability. But we are not bought into [whether] it has to be a high-end fighter, or a high-end anything. What we do know is that we need to design it to allow us the most flexibility in how we operate that, whatever it is in the future.
Do not wait for us to tell you line by line what the requirement is. We are way too early in that. I need to understand what you think are the possibilities in propulsion, sensors, networks, architecture. All of those things have to be designed into whatever this thing might look like in the future.
Q. You issued a request for information (RFI) about a year ago for the next fighter. What were the responses?
A. Official responses are highly classified; we are parsing through with a team at NAVAIR and in our Special Programs branch. And they are intriguing. They run the gamut of, here is our aircraft design of the future, to here is a capability design of the future. And somewhere in there is our trade space and how we are going to view this.
But again, it just opens up the conversation. We are very early in this. And what we hope to do is now take that process into an analysis of alternatives, a formal AOA, that will take a couple of years to complete because it is very complex. We hope to get it started in 2014.
Q. The logical responders to the RFI would be Boeing, Lockheed Martin, Northrop Grumman. Are you interested also in hearing from conceptual groups, not necessarily aircraft manufacturers?
A. The major folks have all jumped in, and to the degree to which we have maybe some others that might want to contribute in a different way, I could not tell you right now. But I want to hear from people who think completely outside our normal acquisition process.
Q. What is your thinking about a manned versus unmanned fighter?
A. What we said in the RFI was, we want you to think manned, unmanned and optionally manned. We are not trying to drive a solution here. And we recognize there might be different mixes of those options that are more effective in the ’30s and ’40s than what we have today. But we want to understand why you think that. What are the capabilities they bring? And then let’s have a discussion.
Q. Are you driving to introduce an aircraft around 2030?
A. Yes. See, everybody wants to dive right back into, do you want a platform? And my answer is, I know I am going to start to lose the capability set that Super Hornet brings to the air wing today, starting in the late ’20s or early ’30s. So what capabilities can we start designing that replace that, the mission sets that the Super Hornet does today? When you think there are at least nine or 10 different missions the Super Hornet contributes to today, does it have to be done by the same very advanced, complex capable airplane platform?
Q. Do you envision that say, in 2040, the FA-XX will completely replace the F-35 along with the Super Hornets? Or will it serve alongside the F-35?
A. This effort is not at all to replace the F-35 — it is almost if you flip it upside down. When you look out in the ’30s and ’40s, what we are aiming to do is to complement what the F-35 brings, much like the F-35 will complement what the F-18s currently bring and deliver in the air wing. Today, there is a graceful, gradual replacing of legacy Hornets with F-35s. As the F-18 population starts to run out of service life, we have got to bring in a new capability that complements what the F-35 brings.
MQ-4C Triton Broad Area Maritime Surveillance (BAMS) Unmanned Aircraft System (UAS)
How many buzzwords can you fit into one 6-minute promotional video?