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The primary distinguisher between the MQ-1A and MQ-1B models is the Rotax 914 turbocharged engine, which replaced the smaller Rotax 912 model, and was implemented primarily to increase the Predator’s speed. With the new engine, a variable pitch propeller was also added. The data over this five-year period indicates that the new variable pitch propeller accounted for 10 percent of all power/propulsion aborts, while the engine made up nearly 70 percent. This is accompanied by a corresponding reduction in flight control failures as well as a large decrease in malfunctions attributable to human errors and operations and hardware on the ground. This does not necessarily mean that powerplant-related failures have increased in the MQ-1B model, but that reliability improvements made in other areas (communications) have made a comparatively greater impact on system reliability.
The significant decline in human and ground related errors (from 16 percent to 2 percent) is attributed to a concerted training effort according to one Predator operator. Enhancements in situational awareness also played a role in this positive trend. For example, periodic automated updates of the weather are supplied to the control station. A VHF/UHF ARC-210 radio has also been added to provide voice relay capability to the MQ-1B pilot, enabling direct, over the horizon communication with ATC authorities in the area of flight. An APX-100 Identification, IFF/Selective Identification Feature (SIF) Mode 4 transponder was added to further facilitate coordination with AWACS flight controllers. Air Force Portable Flight Planning Software (PFPS), an offshoot of the Air Force Mission Support System (AFMSS), is another tool defined in the Block 1 upgrade in which threat and mission planning information can now be passed directly to the Predator system. The percentage of communications and flight control failures remained virtually unchanged between the two models. Note: The RQ-1B became designated as the MQ-1B in 2002, after it acquired the ability to carry weapons.
MQ-9. To address certain reliability issues which arose during MQ-1B operations, the MQ-9 Predator system, now denoted MQ-9A, is scheduled to undergo specific modifications from its predecessors designed to enhance reliability. Specifically, the MQ-9 will have actuators with an MTBF of 2,000 hours, which is over an order of magnitude improvement over the actuator MTBF of 150 hours on the earlier Predator models. There will be a triplex (double redundant) flight control system, and the control surfaces survivability will increase with two rudders, four ailerons, and four elevators. The overall objective failure rate for the MQ-9 is on the order of 10-5, or 1 in 100,000 hours of flight, a value equal to
APPENDIX H – RELIABILITY
Page H-6
UAS ROADMAP 2005
that for a number of mature manned aircraft. For a typical 15 hour flight, this translates to an operational reliability of over 99.99 percent.
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