A Study of a Reconnaissance Surveillance Vehicle

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AV2-4 Turbulence Event.14 Turbulence Event Conclusions � There is correlation between turbulence experienced and the NRL Mountain Wave Forecast Model � Mountain wave turbulence does not fit standard definitions for Light, Moderate and Severe turbulence levels — Standard turbulence level definitions are based on high frequency turbulence — MIL-F-8785C Dryden turbulence is high frequency (~short period) in nature and does not represent high altitude mountain wave turbulence experienced to date — High altitude mountain wave turbulence is considered low frequency (~phugoid) in nature and is characterized by variations in altitude, altitude rate, pitch attitude and Mach Number GLOBAL HAWK PROGRAM INFORMATION NPS041003 92 87
Turbulence Event Conclusions � Flight control system is tolerant to significant high altitude atmospheric disturbances — Airspeed is King. Aircraft controls to calibrated airspeed schedule. Altitude is NOT controlled during cruise climb. Aircraft does not respond directly to Mach variations or altitude variations. — Flight control laws were improved to respond faster to airspeed variations resulting in smaller Mach Number transients and larger altitude & altitude rate variations No evidence <strong>of</strong> roll or yaw control issues to date AV2-4 Turbulence Event.15 NPS041003 GLOBAL HAWK PROGRAM INFORMATION 93 88
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A Study of a Reconnaissance Surveil
Page 3 and 4:
GENERAL UAV ISSUES NPS041003 3
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STRATEGIC • Worldwide OPS • Sel
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Risk Reduction • Never attempt to
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Design to Cost Lowest costs are ach
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Redundancy • Level of Redundancy
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DMS (Diminishing Mfg Sources) - Obs
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Learn from Others’ Mistakes NPS04
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Design Requirements NPS041003 17
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50,000 Ft Steady 20Kt Crosswind Com
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System Selection NPS041003 21
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Continuous coverage Analysis Approa
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Original Design Objective Balance M
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The HALE vehicle - (High Altitude L
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Configuration Development NPS041003
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Loral Systems, San Jose, CA Tier II
Page 33 and 34:
System Overview Wide-band data tran
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Carbon wing, tail and engine nacell
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Design Performance NPS041003 37
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Wing Lift Coefficient 1.40 1.20 1.0
Page 41 and 42: Design Implementation & Design Spec
Page 43 and 44: Navigation & Guidance Schematic NPS
Page 45 and 46: Maintainability / Accessibility Acc
Page 47 and 48: Integrated Sensor Suite NPS041003 4
Page 49 and 50: Daytime IR Imagery: March 26, 1999
Page 51 and 52: Global Hawk Airborne Integrated Com
Page 53 and 54: Air Vehicle-to-Ground Stations Inte
Page 55 and 56: All-Encompassing System Development
Page 57 and 58: . Pre-flight Checkout Remove before
Page 59 and 60: Mission Start WPt • INS alignment
Page 61 and 62: Temperature ~ Degrees F 100 60 20 -
Page 63 and 64: VN Diagram Global Hawk Vn Diagram L
Page 65 and 66: Gust Exceedance (1000 Hrs) Gust Exc
Page 67 and 68: An Example of a Flight Control HCI
Page 69 and 70: The Air Vehicle Status HCI H367-024
Page 71 and 72: Examples of Autonomous Operations N
Page 73 and 74: Post-flight Checks NPS041003 73
Page 75 and 76: Summary 1. UAVs will demonstrate lo
Page 77 and 78: Typical Dual VMS Aircraft Loss Rate
Page 79 and 80: Design Requirements NPS041003 79
Page 81 and 82: Affordability UFP COTS Interchangea
Page 83 and 84: Design Implementation & Design Spec
Page 85 and 86: Electrical Power Schematic NPS04100
Page 87 and 88: Vehicle Fuel System Schematic NPS04
Page 89 and 90: Single Event Upsets >≅ 40 K Ft Co
Page 91: AV2 -4 T urb ulence Even t.5 Altitu
Page 95 and 96: Typical Fault Logic, Lost Carrier N
Page 97 and 98: Airspace Coordination Requirements
Page 99: Civil Surveillance Requirements NPS
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A Study of a Reconnaissance Surveillance Vehicle

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