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

UAS ROADMAP 2005
researched are materials (isomers) that are self-healing, in which the damaged structure regenerates itself
to original condition. Such materials would be of most value in long endurance and strike UA.
Recommended Investment Strategy: Explore productionizing autonomic composites in the near term
and the feasibility of using transgenetic biopolymers for airframe skins in the far term.
4.3.2 Control
The antennas necessary for UA to communicate with their handlers have evolved from dishes or blades to
being conformal, and are even today being made of film or sprayed on. Imagine an entire aircraft
fuselage and/or wing that functions as an antenna, providing higher gain while eliminating the weight and
power draw of present antenna drives. In-flight entertainment systems for airliners are pushing this
technology.
Future UA will evolve from being robots operated at a distance to independent robots, able to selfactualize
to perform a given task. This autonomy, has many levels emerging by which it is defined, but
ultimate autonomy will require capabilities analogous to those of the human brain by future UA mission
management computers. To achieve that level, machine processing will have to match that of the human
brain in speed, memory, and quality of algorithms, or thinking patterns. Moore's Law predicts the speed
of microprocessors will reach parity with the human brain around 2015. Others estimate the memory
capacity of a PC will equal that of the human memory closer to 2030. As to when or how many lines of
software code equate to "thinking" is still an open question, but it is noteworthy that pattern recognition
by software today is generally inferior to that of a human.
Standards based interoperability is another critical area of evolution within the control environment. DoD
is adopting this approach to achieving interoperability (through efforts such as NATO Standardization
Agreement (STANAG) 4586) that will foster an environment supporting C4ISR support to the warfighter
from UAS regardless of manufacturer, UA, or GCS.
As for those UA remaining under human control, the controller will eventually be linked to his remote
charge through his own neuromuscular system. Today's ground station vans are already being superseded
by wearable harnesses with joysticks and face visors allowing the wearer to "see" through the UA sensor,
regardless of where he faces. Vests will soon provide him the tactile sensations "felt" by the UA when it
turns or dives or encounters turbulence. Eventually, UA pilots will be wired so that the electrical signals
they send to their muscles will translate into instantaneous control inputs to the UA. To paraphrase a
popular saying, the future UA pilot will transition from seeing the plane to being the plane.
Recommended Investment Strategy: Focus DoD research and development on improved standards,
improved man/machine interfaces for UAS, conformal low observable antennae, and advanced UA
management systems.
4.3.3 Propulsion
Unmanned aircraft already exploit more forms of propulsion than do manned aircraft, from traditional gas
turbines and reciprocating engines to batteries and solar power, and are exploring scramjets (X-43), fuel
cells (Helios and Hornet), reciprocating chemical muscles, beamed power, and even nuclear isotopes.
Technological advances in propulsion that were previously driven by military-sponsored research are now
largely driven by commercial interests—fuel cells by the automotive industry, batteries by the computer
and cellular industries, and solar cells by the commercial satellite industry. UAS are therefore more likely
to rely on COTS or COTS-derivative powerplants than their manned predecessors were; Global Hawk
and Dark Star both selected business jet engines in their design. Because endurance (“persistence”) is
Page 52