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

UAS ROADMAP 2005
provide coverage that lends itself well to network backbone and transit networking applications. In order
to provide these services, the networked communications capabilities need to migrate to provide capacity,
stability, reliability and rich connectivity/interoperability options. The following technologies are
essential to this development:
� High Capacity Directional Data links
� High capacity routers with large processing capacity - Ruggedized IP enabled Wideband Routers
� Modular and Programmable Router Architecture
� Well-known and Standardized Protocols and Interfaces
� Mobile Ad-hoc quasi-stable mesh - requirement to manage topology
� Interdependent relationships between the following:
• Switching/Routing
• Topology Management
• QoS – packet level
• Hierarchical management
� Multiple link interfaces and types per platform
� Gateway functionality on platforms (legacy, disparate networks)
� Embedded INFOSEC/network security
� Performance Enhancing Proxies
While these large stable UAS platforms are ideal for providing theater backbone services, smaller UAS
may provide similar networking capability and services on a smaller scale. Additionally, the same
networking functions that enable UAS platforms to provide network-centric services to the warfighter
also allow the UAS to take advantage of networking to augment their capabilities.
In the future for UAS and networks, the role of autonomy; the definition of team coordination,
cooperation, and collaboration concepts; the role of cognitive decision aids; and the importance of air
space layer and control are all concepts that need to be developed.
Recommended Investment Strategy: Rely on commercial markets (wireless communications, airliner
links, finance) to drive link modulation methods technology. Focus DoD research on increasing the
power of higher frequency (Ka) SCA waveform components and decrease size, weight, for UAS
applications.
4.3 PLATFORM TECHNOLOGIES
4.3.1 Airframe
Bioengineers and aerospace engineers may soon be working on common aircraft projects. The need for
lighter, stronger aerostructures has led from wood and canvas to aluminum to titanium to composites.
The next step may well be transgenetic biopolymers. One biopolymer nearing commercialization has
twice the tensile strength of steel yet is 25 percent lighter than carbon composites, and it is flexible. In a
future aircraft skin made of such a biopolymer, the servo actuators, hydraulics, electric motors, and
control rods of today's aircraft control surfaces could be replaced by the ability to warp wings and
stabilizers by flexing their skin, much as the Wright brothers first conceived. Signature control would
also be enhanced by both the nature of the material and its ability to responsively shape itself to minimize
reflection.
Composites have enabled lighter airframes, but the repair of damaged composites is far weaker than the
original due to the loss of the material's originally plyed construction, called aeroelastic tailoring.
Researchers have recently devised a way to manufacture composite material with embedded
microcapsules of "glue," so that any damage will open these capsules and seal the crack before it can
propagate. This is known as an autonomic, or self-repairing, material. Further ahead but currently being
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