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after crashing or to long term radiation effects. Manned nuclear fallout sampling missions continued into
the 1990s (U-2 Senior Year Olympic Race).
The Dangerous
Reconnaissance has historically been a dangerous mission; 25 percent of the 3rd Reconnaissance Group's
pilots were lost in North Africa during World War II compared to 5 percent of bomber crews flying over
Germany. When the Soviet Union shot down a U.S. U-2 and captured its pilot on 1 May 1960, manned
reconnaissance overflights of the USSR ceased. What had been an acceptable risk on 1 May became
unacceptable, politically and militarily on 2 May. Although this U-2 and its pilot (Francis Gary Powers)
were neither the first nor the last of 23 manned aircraft and 179 airmen lost on Cold War reconnaissance
missions, their loss spurred the Air Force to develop UA for this mission, specifically the AQM-34
Firebee and Lockheed D-21. The loss of seven of these UA over China between 1965 and 1971 went
virtually unnoticed. Thirty years later, the loss of a Navy EP-3 and capture of its crew of 24 showed that
manned peacetime reconnaissance missions remain dangerous and politically sensitive. Other historically
dangerous missions that appear supportable with UAS are SEAD, strike and portions of electronic attack.
The highest loss rates to aircrew and aircraft in Vietnam and the Israeli-Arab conflicts were during these
types of missions. One of the primary purposes for the employment of UA is risk reduction to loss of
human life in high threat environments. Assignment of these missions to Unmanned Combat Air
Vehicles (UCAV) directly addresses the dangerous mission of attacking or degrading integrated air
defense systems.
The attributes that make the use of unmanned preferable to manned aircraft in the above three roles are, in
the case of the dull, the better sustained alertness of machines over that of humans and, for the dirty and
the dangerous, the lower political and human cost if the mission is lost, and greater probability that the
mission will be successful. Lower downside risk and higher confidence in mission success are two strong
motivators for continued expansion of unmanned aircraft systems.
SECTION 1 - INTRODUCTION
Page 2
UAS ROADMAP 2005
2.0 CURRENTUAS
This Section provides condensed descriptions of current and planned DoD UAS efforts for the users of
this Roadmap. It categorizes DoD’s UAS as Major UAS, Concept Exploration (those being used to
develop new technologies or operating concepts), Special Operations (those UAS unique to SOCOM),
Small (those mini and micro UAS that can be operated by 1-2 people), and Unmanned Airships (aerostats
and blimps). Detailed descriptions are available at the websites listed with specific systems below.
Figure 2.0-1 presents a consolidated timeline of the Services’ ongoing and planned programs of record for
tactical, endurance, and combat UAS. The vertical line on each program’s bar represents actual or
projected initial operational capability (IOC). This Figure is a key component of the overall UAS
Roadmap for the next 25 years, shown in Figure 6.2-1.
FIGURE 2.0-1. TIMELINE OF CURRENT AND PLANNED DOD UAS SYSTEMS.
SECTION 2 - CURRENT UA PROGRAMS
Page 3
UAS ROADMAP 2005
2.1 MAJOR UAS
2.1.1 MQ-1 Predator
User Service: Air Force
Manufacturer: General Atomics Aeronautical Systems Inc.
Inventory: 120+ (All types) Delivered/77 Planned
Background: The Air Force MQ-1 Predator was one of the initial Advanced Concept Technology
Demonstrations (ACTDs) in 1994 and transitioned to an Air Force program in 1997. Since 1995,
Predator has flown surveillance missions over Iraq, Bosnia, Kosovo, and Afghanistan. In 2001, the Air
Force demonstrated the ability to employ Hellfire missiles from the Predator, leading to its designation
being changed from RQ-1 to MQ-1 to reflect its multi-mission capability. The Air Force operates 12
systems in three Predator squadrons. The MQ-1 fleet reached the 100,000 flight hour mark in October
2004, and was declared operationally capable (IOC) in March 2005.
http://www.af.mil/factsheets/factsheet_print.asp?fsID=122&page=1.
Characteristics:
MQ-1 B MQ-1 B
Length 26.7 ft Wing Span 48.7 ft
Gross Weight 2,250 lb Payload Capacity 450 lb
Fuel Capacity 665 lb Fuel Type AVGAS
Engine Make Rotax 914F Power 115 hp
Data Link(s) BLOS Frequency Ku-band
LOS C-band
Performance:
Endurance 24+ hr/clean
14 hr/external stores
Max/Loiter Speeds 118/70 kt
Ceiling 25,000 ft Radius 500 nm
Takeoff Means Runway Landing Means Runway
Sensor EO/IR Sensor Make Raytheon AN/AAS-52
SAR Northrop Grumman
AN/ZPQ-1
SECTION 2 - CURRENT UA PROGRAMS
　
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