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research and development. The reader should also perceive the following themes:
UA have matured to the point where one no longer needs to “look for niche missions.” United States
aerospace and software industries are world leaders. The U.S. can develop a UA to accomplish
almost any mission imaginable. Instead of asking, “Can we find a mission for this UA?” one will ask
“Why are we still doing this mission with a human?” The correct course of action will be determined
by the analysis of the available capabilities to achieve the desired effect and best value for each
mission.
Look for commercial answers to achieve the best value and satisfy Strategic Planning Guidance
(SPG). A 50 percent solution tomorrow is often better than a 70-80 percent solution in three years
and better than a 95 percent solution in 10 years. Commercial solutions avoid using defense
development dollars, which provides the opportunity for other developments, and offers the concept
of “consumable logistics.” The theory being “Why pay for any significant sustainment when you can
buy a new and improved item three years from now (e.g., desktop computer, VCR, toaster, vacuum
cleaner, DVD player)?”
Systems engineering principles must be applied to any government developed solution. Designs and
trades start with understanding the desired effect. Ensure the development of any UA platform starts
first with a thorough understanding of the mission it will accomplish. Do NOT make a UA, and then
find a mission for it. Do NOT design a low-observable aircraft, and then try to figure out how to
make it do a strike or suppression of enemy air defense (SEAD) mission.
Continued miniaturization is resulting in a migration of capability from larger to smaller platforms.
For instance, the sensor capabilities first demonstrated on the RQ-1A Predator in 1994 are now
available on the RQ-7 Shadow. Moore’s Law “like” evolution will continue to push more capability
to smaller and smaller platforms as progress is made through the next two decades.
Small UA have the potential to solve a wide-variety of difficult problems that may be unaffordable by
trying to find solutions with traditionally larger platforms.
The UA platform is the most apparent component of a modern UA system and in most cases can be
considered the “truck” for the payload. Platforms can vary in size and shape from the Micro Air Vehicle
(MAV) with a wingspan of inches, to behemoths with wingspans greater than 100 feet. Platforms
accommodate the payload requirements, e.g. size, weight, and power; and platforms are designed with the
capabilities required for the environment in which it will operate. Speed, endurance, signature,
survivability and affordability are factored together to provide integrated solutions to meet mission
requirements.
While the platform is the most visible component of a UA system, in the broad perspective, the platform
needs to become less of a long-term sustainable resource. Replacement or modification of platforms are
expected to increase as more emphasis is placed on spiral acquisition and integrated capabilities. It is
unlikely that sustaining UA airframes for more than a few decades will be cost effective. Where
appropriate, the Department of Defense (DoD) will encourage the treatment of UA systems as
consumables. This could avoid the establishment of large sustainment structures. If users can adapt
tactics and doctrine to accommodate a commercially available item, then this can provide DoD with
affordable alternatives to the legacy cycle of develop-produce-sustain.
Legacy and contemporary use of UA platforms have established two intrinsic advantages DoD will
continue to capitalize on when solving mission area problems. First, the UA can provide a level of
persistence that far exceeds the human capacity to endure. Second, removing the human from the aircraft
UAS ROADMAP 2005
APPENDIX A – MISSIONS
Page A-2
provides options for risk taking and risk avoidance not previously available. Combined, these tenets
continue to offer transformational opportunities. “Cost” can no longer be considered an advantage unique
to any unmanned vehicle. History has taught that if UA are going to fly regularly in any nation’s
controlled airspaces, then those UA must functionally meet the same “reliability” standards as manned
aircraft. As a result, the cost per pound of unmanned becomes practically the same as manned. However,
this implies if a “class” of UA does not have to fly in controlled airspace, and thus does not need to be
certified to the same reliability levels, then the advantage in the design process results in cost/pound
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