Unmanned Aircraft Systems Roadmap 2005-2030 - Federation of ...
Unmanned Aircraft Systems Roadmap 2005-2030 - Federation of ...
Unmanned Aircraft Systems Roadmap 2005-2030 - Federation of ...
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UAS ROADMAP <strong>2005</strong><br />
range/endurance aircraft. Fewer take <strong>of</strong>fs and landings mean reduced wear and tear, and exposure to<br />
historical risks <strong>of</strong> mishaps. Ground operating tempo benefits from the reduced sortie generation. The<br />
ability to operate in distant theaters with ground stations at CONUS garrison bases means many crews fly<br />
operational missions without deploying forward. This, in turn, reduces forward footprints, support costs,<br />
and demands on force-protection authorities. Crew duty periods are now irrelevant to aircraft endurance<br />
since crew changes can be made on cycles based on optimum periods <strong>of</strong> sustained human performance<br />
and attention. The personnel impacts can additionally ripple through the Services to positive effect.<br />
Fewer deployments reduce family stress and mean better retention for highly trained crews reducing<br />
pipeline-training costs. High-endurance unmanned aviation enables CONOPs attributes that can’t be<br />
fully reflected in aircraft unit costs. But they enable a future where counter-air operations, similar to<br />
Deny Flight, Northern and Southern Watch, may quite conceivably be supported by crews, operational<br />
staffs and CAOCs that substantially remain in either CONUS or established headquarters far away from<br />
the point <strong>of</strong> intended operational effects. The J-UCAS program, now focused on developing a net-centric<br />
strike capability, will mark another step toward just such a future. As shown in the “UAS Missions<br />
<strong>Roadmap</strong>” (Figure 6.2-1), two major ‘families <strong>of</strong> missions,’ one emphasizing payload capacity and<br />
persistence and the other autonomy, survivability, and weapons employment, need to drive UAS design<br />
and development over the next 25 years. A start in these two directions has been made, as shown by the<br />
examples <strong>of</strong> ongoing UAS programs that may eventually supplement manned aircraft in the roles shown<br />
in Figure 6.2-1.<br />
The first family <strong>of</strong> missions (shown in the upper half <strong>of</strong> Figure 6.2-1) employs endurance UA as<br />
communication relays, SIGINT collectors, tankers, maritime patrol aircraft, and, eventually, airlifters.<br />
Design-wise, these roles may use one common platform or different ones, but they must provide<br />
significant payload capacities (power as well as weight) and endurances greater than 24 hours. The<br />
DARPA Adaptive Joint C4ISR Node (AJCN), with the potential to deploy a Global Hawk-based<br />
communication relay payload in the <strong>2005</strong>-2010 timeframe, represents a significant step in the “payload<br />
with persistence” direction for UA. From there, the mission similarities <strong>of</strong> the AJCN and the Global<br />
Hawk imagery reconnaissance UA could be combined in an unmanned SIGINT collection platform by<br />
placing the mission crews (“backend”) <strong>of</strong> the Rivet Joint, ARIES II, and Senior Scout aircraft in vans on<br />
the ground, as is accomplished for U-2 SIGINT missions today. The maritime patrol mission could be<br />
transitioned to UA in much the same way as for SIGINT collectors, by relocating the mission crew to the<br />
ground, as is planned in the Navy’s Tactical Support Centers (TSCs) for the BAMS UA. The pr<strong>of</strong>ile for<br />
aerial refueling, long duration orbits along the periphery <strong>of</strong> hostilities, resembles that <strong>of</strong> the SIGINT<br />
collection mission but adds the complexity <strong>of</strong> manned (receiver) and unmanned (refueler) interaction.<br />
<strong>Unmanned</strong> airlift hinges on overcoming a psychological and a policy barrier, the former being that <strong>of</strong><br />
passengers willing to fly on a plane with no aircrew and the latter on foreign countries allowing access to<br />
their airports by robotic aircraft. An interim step to unmanned airlift could be manned aircraft that have<br />
the option <strong>of</strong> being unmanned. The technology to fly and taxi the large robotic aircraft required for such<br />
missions has been demonstrated; NASA flew an unmanned Boeing 720 in 1985, and Global Hawk<br />
routinely taxies at Edwards AFB.<br />
The second family <strong>of</strong> missions (lower half <strong>of</strong> Figure 6.2-1) for future UA employs them in weapon<br />
delivery roles, graduating from electronic warfare to air-to-ground to air-to-air in complexity. The<br />
aircraft now in test for the J-UCAS program are just a start. Progress in the weapon delivery direction for<br />
UA, because <strong>of</strong> the large number <strong>of</strong> decisions in a short span inherent in these missions, hinges on<br />
development <strong>of</strong> increasing levels <strong>of</strong> autonomy (see Section 4.1).<br />
SECTION 6 - ROADMAP<br />
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