Unmanned Aircraft Systems Roadmap 2005-2030 - Federation of ...

UAS ROADMAP 2005
the effect of small Reynolds Numbers on lateral stability. More work needs to be accomplished to
expand this work to high aspect ratio wings.
� Apertures. The demand for increasingly sophisticated sensor and communications systems on
airborne platforms continues to grow in the face of stringent space, weight and power (SWaP)
constraints. This tension results in the desire to reduce the number of sensors and required antenna
systems by combining functions and sharing components. Reducing costs and SWaP demands on
platforms is key to controlling the size and costs of the sensors themselves. The importance of setting
rigorous requirements to specify apertures is a factor in sizing the collection platform itself. A robust
systems engineering regimen is required that recognizes the “function” required of the UA, and builds
a “system,” rather than building a UA then trying to “shoe-horn” in a capability (e.g., if you want an
ISR UA, start the design process as an ISR system, not a UA system). Consolidating capabilities on a
single platform is envisioned in the multi-sensor command and control constellation (MC2C)
program. The MC2C concept is, in effect, another means of aperture management. However, the
constellation will include associated high- and low-altitude unmanned aircraft where collection
systems can be integrated providing far more capability than any single platform. This also affords
the opportunity to “net” multiple apertures from widely separated platforms into a single system
bringing the attributes of ground-based multi-static systems into the airborne environment.
� Lightweight structures. Military aspirations for extended range and endurance face the technical
challenge of reducing gross weight. Advancing technology in materials as well as increasing the
affordability of composite structures is being addressed in Service laboratories. In addition to the
airframe, weight issues at the component level such as heat exchangers, sensors and antennas are
research priorities. Weight can also be reduced by using aircraft structure and skin components to
perform multiple functions such as fault detection and as an adjunct to RF capabilities. In the future,
manufacturers will have new tools to integrate in their design processes to achieve the best possible
performance. Some of the tools that show promise for lightweight structures are thermoset and
thermoplastic resin matrix materials in advanced composites as well as fiber reinforced plastics
structures.
Aircraft Onboard Intelligence
� Onboard intelligence. The more intelligence ‘packed” into the UA, the more complicated the task it
can be assigned, and the less oversight required by human operators. The industry must continue
efforts to increase intelligence of these aircraft, which means the Services must not only look at their
intelligent systems investment portfolios, but also assess the best way to package the improvements.
� Teaming/swarming. Getting groups of UA to team (and small UA to swarm) in order to accomplish
an objective will require significant investments in control technologies (distributed control
technologies for swarming). Technology thrusts are to not require huge computational overhead or
large communications bandwidth. Technology areas, such as bio-inspired control, offer paths to do
such distributed control, but are now just coming out of the 6.1 world into 6.2. More work needs to
be completed toward maturing these technologies via demos in the near term to show utility to the
warfighter. This would take the aircraft from an ACL of 2 to 6.
� Health Management (ACL 2). Small UA are looked at as expendable; however, must still be able to
fulfill a mission. Health management technologies need to be integrated to ensure that they are ready
to go for the next mission, as well as to let the operator know that they will not be able to complete
the current mission so that other assets can be tasked. These technologies are available; but just need
to be modified to operate in the small UA system environment.
� Collision Avoidance. Collision avoidance will be required for any UA that plans to regularly use a
nation’s controlled airspace. Collision avoidance technology is currently in development for large
UA (such as AFRL’s Auto-aircraft Collision Avoidance System (ACAS)). However, these
technologies or their current alternatives in the civil market (TCAS) are not well suited for direct
application to small UA. Research is required into concepts of operation, sensors, and algorithms to
APPENDIX D – TECHNOLOGIES
Page D-7