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SECTION 6 -ROADMAP
Page 72
range/endurance aircraft. Fewer take offs and landings mean reduced wear and tear, and exposure to historical risks of mishaps. Ground operating tempo benefits from the reduced sortie generation. The ability to operate in distant theaters with ground stations at CONUS garrison bases means many crews fly operational missions without deploying forward. This, in turn, reduces forward footprints, support costs, and demands on force-protection authorities. Crew duty periods are now irrelevant to aircraft endurance since crew changes can be made on cycles based on optimum periods of sustained human performance and attention. The personnel impacts can additionally ripple through the Services to positive effect. Fewer deployments reduce family stress and mean better retention for highly trained crews reducing pipeline-training costs. High-endurance unmanned aviation enables CONOPs attributes that can’t be fully reflected in aircraft unit costs. But they enable a future where counter-air operations, similar to Deny Flight, Northern and Southern Watch, may quite conceivably be supported by crews, operational staffs and CAOCs that substantially remain in either CONUS or established headquarters far away from the point of intended operational effects. The J-UCAS program, now focused on developing a net-centric strike capability, will mark another step toward just such a future. As shown in the “UAS Missions Roadmap” (Figure 6.2-1), two major ‘families of missions,’ one emphasizing payload capacity and persistence and the other autonomy, survivability, and weapons employment, need to drive UAS design and development over the next 25 years. A start in these two directions has been made, as shown by the examples of ongoing UAS programs that may eventually supplement manned aircraft in the roles shown in Figure 6.2-1.
The first family of missions (shown in the upper half of Figure 6.2-1) employs endurance UA as communication relays, SIGINT collectors, tankers, maritime patrol aircraft, and, eventually, airlifters. Design-wise, these roles may use one common platform or different ones, but they must provide significant payload capacities (power as well as weight) and endurances greater than 24 hours. The DARPA Adaptive Joint C4ISR Node (AJCN), with the potential to deploy a Global Hawk-based communication relay payload in the 2005-2010 timeframe, represents a significant step in the “payload with persistence” direction for UA. From there, the mission similarities of the AJCN and the Global Hawk imagery reconnaissance UA could be combined in an unmanned SIGINT collection platform by placing the mission crews (“backend”) of the Rivet Joint, ARIES II, and Senior Scout aircraft in vans on the ground, as is accomplished for U-2 SIGINT missions today. The maritime patrol mission could be transitioned to UA in much the same way as for SIGINT collectors, by relocating the mission crew to the ground, as is planned in the Navy’s Tactical Support Centers (TSCs) for the BAMS UA. The profile for aerial refueling, long duration orbits along the periphery of hostilities, resembles that of the SIGINT collection mission but adds the complexity of manned (receiver) and unmanned (refueler) interaction. Unmanned airlift hinges on overcoming a psychological and a policy barrier, the former being that of passengers willing to fly on a plane with no aircrew and the latter on foreign countries allowing access to their airports by robotic aircraft. An interim step to unmanned airlift could be manned aircraft that have the option of being unmanned. The technology to fly and taxi the large robotic aircraft required for such missions has been demonstrated; NASA flew an unmanned Boeing 720 in 1985, and Global Hawk routinely taxies at Edwards AFB.
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无人机系统路线图 Unmanned Aircraft Systems Roadmap(78)
