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Flexible conformal antennas. There are numerous commercial and government programs to develop
affordable conformal SAR antennas for use on a variety of aircraft. Their eventual availability will allow
UA to more effectively use onboard payload space; currently, a SAR antenna (mechanically-steered
antenna (MSA) or electronically-steered antenna (ESA)) may be the core parameter around which the rest
of the aircraft, manned or unmanned, is designed. Conformal antennas will allow larger apertures using
the aircraft’s skin. Agile antennas will be able to perform more than one function, so a single antenna
(covering a large portion of the aircraft’s exterior) can serve the data link needs as well as acting as
imaging radar. On larger aircraft like Global Hawk or MQ-9 Predator, conformal antennas mounted near
the wingtips will enable single pass interferometric SAR data collection, leading to swift production of
precise digital terrain maps.
Sensor autonomy/self cueing. One of the key attributes that some UA offer is very long endurance, much
longer than is practical for manned aircraft. While it may be possible to maintain 24-hour battlefield
surveillance with a single aircraft, the system will only reach its full potential when it is doing part of the
work of the intelligence processing facility to alleviate manpower needs. A number of image/signal
UAS ROADMAP 2005
APPENDIX B – SENSORS
Page B-8
processing and network collaborative technology developments will facilitate the ability to automate
sensor operation, at first partially and over time leading to nearly total sensor autonomy.
Current operations for large ISR platforms – Global Hawk and the U-2, for instance – focus on collection
of a preplanned target deck, with the ability to retarget sensors in flight for ad hoc collection. This is
suitable for today’s architecture, but proliferation of UA with a range of different capabilities will stress
the exploitation system beyond its limits. Long dwell platforms will allow users to image/target a
collection deck initially and then loiter over the battlefield looking and listening for targets that meet a
predetermined signature of interest. While automatic target recognition (ATR) algorithms have not yet
demonstrated sufficient robustness to supplant manned exploitation, automatic target cueing (ATC) has
demonstrated great utility. OSD strongly encourages the Services to invest in operationalizing ATC in
emerging UA sensor tasking and exploitation. Sensor modes that search for targets autonomously that
meet characteristics in a target library, or that have changed since the time of last observation, or that
exhibit contrast with surroundings can be used to cue an operator for closer examination. Advances in
computer processing power and on-board memory have made, and will continue to make, greater
autonomy possible. In a similar fashion, different sensor systems on board a single aircraft may also be
linked, or fused, in order to assist in the target determination problem. Combining sensor products in
novel ways using advanced processing systems on board the aircraft will help solve the sensor autonomy
problem as well.
Smaller UA operating with minimal data links, or in swarms, need this ability even more. The ability to
flood a battlespace with unmanned collection systems demands autonomous sensor operation to be
feasible. While the carriage of multiple sensors on a single, small UA is problematic, networks of
independent sensors on separate platforms that can determine the most efficient allocation of targets need
to be able to find, provisionally identify, and then collect definitive images to alert exploiters when a
target has been found with minimal if any human initiative. The desired end state will be achieved when
manned exploitation stations – whether a single Special Forces operator or a full deployable ground
station – are first informed of a target of interest when a sensor web provides an image along with PGM
quality coordinates. This technology is available currently, and needs to be applied to this particular task
– which will involve a radical change in ground exploitation infrastructure and mindset, akin to the
change in taking a man out of the cockpit.
Air vehicle autonomy. Along with sensor autonomy, swarming UA will require the ability to selfnavigate
and self-position to collect imagery and signals efficiently. While aircraft autonomy is dealt
with elsewhere in the Roadmap, it is identified here as critical to fully exploit sensor capabilities and keep
costs and personnel requirements to a minimum.
Lightweight, efficient power supplies. In the near term, UA will be more power limited than manned
aircraft, particularly in the smaller size classes. Every component of the aircraft, sensor, and data link
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