Unmanned Aircraft Systems Roadmap 2005-2030 - Federation of ...
Unmanned Aircraft Systems Roadmap 2005-2030 - Federation of ... Unmanned Aircraft Systems Roadmap 2005-2030 - Federation of ...
UAS ROADMAP 2005 should be encouraged to initiate (continue) digital video sensor demonstration efforts with the objective of having all motion video sensors (new, replaced or repaired) produce progressive scan, digital video and standards compliant metadata. A limited operational capability is desired by as soon as possible. Focal plane array and stabilization technologies. Small and micro UA place a premium on high performance components that make as little demand as possible on power, weight and volume. The commercial market for focal plane arrays in consumer goods has increased vastly over the last three years; the top-of-the-line digital cameras only recently reached the megapixel mark, and now stores routinely offer 5 megapixel cameras as well as handheld high definition digital video recorders. While commercial products may emphasize only some of the spectral bands of interest for military applications, the trend toward more capable systems requiring less battery power and fitting into handheld cameras can only benefit DoD. The Services should expect vendors to capitalize on this trend and work to insure that military needs (such as infrared sensitivity, environmental tolerance, and ruggedness) are represented wherever possible. Digitally based (single conversion on the array) technology significantly improves the quality of the information in the data chain, eliminating image degradation from repeated analog-digital-analog conversions. For this reason, multispectral versions of digital focal arrays are critical. Additionally, common focal arrays between sensors/platforms are desirable. Service (labs) should be encouraged to initiate digital multispectral still/video focal array programs with the goal of demonstrating a Predatorclass high resolution digital IR system within the next few years. As with high resolution motion video and timely and complete metadata, image stabilization is critical to obtaining usable information. Technology improvements in stabilization technology (electromechanical and electromagnetic) permit nominal sensor mounting systems to achieve stabilization accuracies in the tens of micro radians. Similarly, high end stabilization systems are capable of stabilization accuracies on the order of two micro radians, providing virtually a metric sensor capability (ability to generate precision geo-coordinates from sensor measurements when coupled with accurate High Resolution Terrain Information, taken from pre-populated databases or derived from on-board sources such as a LIDAR); however, both classes of stabilization systems are too costly to employ on lower end UA platforms (sub- Shadow class, such as XPV-1, Raven), which tend to be somewhat unstable platforms for strapdown sensors. To compensate for the lack of low cost, mechanically stabilized sensor mounts, digitally based (non-mechanical) stabilization systems have been demonstrated with limited operational success, due to human factors constraints. To fully exploit the new generation of imaging systems on the rapidly proliferating class of small/low cost platforms, specific efforts resulting in the development of a low cost, steerable (turret) sensor stabilization system for small and sub-tactical class platforms is highly desired by the Department. Flexible conformal antennas. There are numerous commercial and government programs to develop affordable conformal SAR antennas for use on a variety of aircraft. Their eventual availability will allow UA to more effectively use onboard payload space; currently, a SAR antenna (mechanically-steered antenna (MSA) or electronically-steered antenna (ESA)) may be the core parameter around which the rest of the aircraft, manned or unmanned, is designed. Conformal antennas will allow larger apertures using the aircraft’s skin. Agile antennas will be able to perform more than one function, so a single antenna (covering a large portion of the aircraft’s exterior) can serve the data link needs as well as acting as imaging radar. On larger aircraft like Global Hawk or MQ-9 Predator, conformal antennas mounted near the wingtips will enable single pass interferometric SAR data collection, leading to swift production of precise digital terrain maps. Sensor autonomy/self cueing. One of the key attributes that some UA offer is very long endurance, much longer than is practical for manned aircraft. While it may be possible to maintain 24-hour battlefield surveillance with a single aircraft, the system will only reach its full potential when it is doing part of the work of the intelligence processing facility to alleviate manpower needs. A number of image/signal APPENDIX B – SENSORS Page B-7
UAS ROADMAP 2005 processing and network collaborative technology developments will facilitate the ability to automate sensor operation, at first partially and over time leading to nearly total sensor autonomy. Current operations for large ISR platforms – Global Hawk and the U-2, for instance – focus on collection of a preplanned target deck, with the ability to retarget sensors in flight for ad hoc collection. This is suitable for today’s architecture, but proliferation of UA with a range of different capabilities will stress the exploitation system beyond its limits. Long dwell platforms will allow users to image/target a collection deck initially and then loiter over the battlefield looking and listening for targets that meet a predetermined signature of interest. While automatic target recognition (ATR) algorithms have not yet demonstrated sufficient robustness to supplant manned exploitation, automatic target cueing (ATC) has demonstrated great utility. OSD strongly encourages the Services to invest in operationalizing ATC in emerging UA sensor tasking and exploitation. Sensor modes that search for targets autonomously that meet characteristics in a target library, or that have changed since the time of last observation, or that exhibit contrast with surroundings can be used to cue an operator for closer examination. Advances in computer processing power and on-board memory have made, and will continue to make, greater autonomy possible. In a similar fashion, different sensor systems on board a single aircraft may also be linked, or fused, in order to assist in the target determination problem. Combining sensor products in novel ways using advanced processing systems on board the aircraft will help solve the sensor autonomy problem as well. Smaller UA operating with minimal data links, or in swarms, need this ability even more. The ability to flood a battlespace with unmanned collection systems demands autonomous sensor operation to be feasible. While the carriage of multiple sensors on a single, small UA is problematic, networks of independent sensors on separate platforms that can determine the most efficient allocation of targets need to be able to find, provisionally identify, and then collect definitive images to alert exploiters when a target has been found with minimal if any human initiative. The desired end state will be achieved when manned exploitation stations – whether a single Special Forces operator or a full deployable ground station – are first informed of a target of interest when a sensor web provides an image along with PGM quality coordinates. This technology is available currently, and needs to be applied to this particular task – which will involve a radical change in ground exploitation infrastructure and mindset, akin to the change in taking a man out of the cockpit. Air vehicle autonomy. Along with sensor autonomy, swarming UA will require the ability to selfnavigate and self-position to collect imagery and signals efficiently. While aircraft autonomy is dealt with elsewhere in the Roadmap, it is identified here as critical to fully exploit sensor capabilities and keep costs and personnel requirements to a minimum. Lightweight, efficient power supplies. In the near term, UA will be more power limited than manned aircraft, particularly in the smaller size classes. Every component of the aircraft, sensor, and data link strives for small size, weight, and power consumption. For MAV, batteries with high power/weight ratios are important to maximize sensor capability and endurance. Larger aircraft need to extract power from the engine to generate AC and DC power for sensor and data link operation. Industry is encouraged to refine methods of drawing power from the engine to reduce mechanical inefficiencies and losses with traditional airframe-mounted electrical and hydraulic drive systems. Services should consider power requirements, including prudent margin to allow future sensor and mission growth and total power generated as a fraction of system weight, when developing unmanned aircraft (see Appendix A). Lightweight optics and support structures. In keeping with the need to reduce aircraft weight, lightweight optics and optical support structure will enable small aircraft to carry the best possible EO/IR sensors. The use of composite materials for optical enclosures results in very stiff but light sensor housings that are capable of maintaining tight tolerances over a range of temperatures and operating conditions. Optical elements themselves must also be designed for low weight. This becomes more important in larger sensors with multiple glass elements; even in medium to large UA such as MQ-9 Predator and Global Hawk, EO/IR sensor characteristics can limit the ability to carry multiple payloads simultaneously. APPENDIX B – SENSORS Page B-8
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UAS ROADMAP <strong>2005</strong><br />
processing and network collaborative technology developments will facilitate the ability to automate<br />
sensor operation, at first partially and over time leading to nearly total sensor autonomy.<br />
Current operations for large ISR platforms – Global Hawk and the U-2, for instance – focus on collection<br />
<strong>of</strong> a preplanned target deck, with the ability to retarget sensors in flight for ad hoc collection. This is<br />
suitable for today’s architecture, but proliferation <strong>of</strong> UA with a range <strong>of</strong> different capabilities will stress<br />
the exploitation system beyond its limits. Long dwell platforms will allow users to image/target a<br />
collection deck initially and then loiter over the battlefield looking and listening for targets that meet a<br />
predetermined signature <strong>of</strong> interest. While automatic target recognition (ATR) algorithms have not yet<br />
demonstrated sufficient robustness to supplant manned exploitation, automatic target cueing (ATC) has<br />
demonstrated great utility. OSD strongly encourages the Services to invest in operationalizing ATC in<br />
emerging UA sensor tasking and exploitation. Sensor modes that search for targets autonomously that<br />
meet characteristics in a target library, or that have changed since the time <strong>of</strong> last observation, or that<br />
exhibit contrast with surroundings can be used to cue an operator for closer examination. Advances in<br />
computer processing power and on-board memory have made, and will continue to make, greater<br />
autonomy possible. In a similar fashion, different sensor systems on board a single aircraft may also be<br />
linked, or fused, in order to assist in the target determination problem. Combining sensor products in<br />
novel ways using advanced processing systems on board the aircraft will help solve the sensor autonomy<br />
problem as well.<br />
Smaller UA operating with minimal data links, or in swarms, need this ability even more. The ability to<br />
flood a battlespace with unmanned collection systems demands autonomous sensor operation to be<br />
feasible. While the carriage <strong>of</strong> multiple sensors on a single, small UA is problematic, networks <strong>of</strong><br />
independent sensors on separate platforms that can determine the most efficient allocation <strong>of</strong> targets need<br />
to be able to find, provisionally identify, and then collect definitive images to alert exploiters when a<br />
target has been found with minimal if any human initiative. The desired end state will be achieved when<br />
manned exploitation stations – whether a single Special Forces operator or a full deployable ground<br />
station – are first informed <strong>of</strong> a target <strong>of</strong> interest when a sensor web provides an image along with PGM<br />
quality coordinates. This technology is available currently, and needs to be applied to this particular task<br />
– which will involve a radical change in ground exploitation infrastructure and mindset, akin to the<br />
change in taking a man out <strong>of</strong> the cockpit.<br />
Air vehicle autonomy. Along with sensor autonomy, swarming UA will require the ability to selfnavigate<br />
and self-position to collect imagery and signals efficiently. While aircraft autonomy is dealt<br />
with elsewhere in the <strong>Roadmap</strong>, it is identified here as critical to fully exploit sensor capabilities and keep<br />
costs and personnel requirements to a minimum.<br />
Lightweight, efficient power supplies. In the near term, UA will be more power limited than manned<br />
aircraft, particularly in the smaller size classes. Every component <strong>of</strong> the aircraft, sensor, and data link<br />
strives for small size, weight, and power consumption. For MAV, batteries with high power/weight ratios<br />
are important to maximize sensor capability and endurance. Larger aircraft need to extract power from<br />
the engine to generate AC and DC power for sensor and data link operation. Industry is encouraged to<br />
refine methods <strong>of</strong> drawing power from the engine to reduce mechanical inefficiencies and losses with<br />
traditional airframe-mounted electrical and hydraulic drive systems. Services should consider power<br />
requirements, including prudent margin to allow future sensor and mission growth and total power<br />
generated as a fraction <strong>of</strong> system weight, when developing unmanned aircraft (see Appendix A).<br />
Lightweight optics and support structures. In keeping with the need to reduce aircraft weight, lightweight<br />
optics and optical support structure will enable small aircraft to carry the best possible EO/IR sensors.<br />
The use <strong>of</strong> composite materials for optical enclosures results in very stiff but light sensor housings that<br />
are capable <strong>of</strong> maintaining tight tolerances over a range <strong>of</strong> temperatures and operating conditions. Optical<br />
elements themselves must also be designed for low weight. This becomes more important in larger<br />
sensors with multiple glass elements; even in medium to large UA such as MQ-9 Predator and Global<br />
Hawk, EO/IR sensor characteristics can limit the ability to carry multiple payloads simultaneously.<br />
APPENDIX B – SENSORS<br />
Page B-8