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become the predominant collection systems across virtually every echelon of command, the need to
coordinate, share, and integrate into the larger warfighting community is becoming painfully apparent.
Due in large part to persistence, range, and improving communications capability, UA systems no longer
serve a single user or even a single Service. Current combat operations are highlighting deficiencies in
several areas including lack of standard communications frequencies and waveforms, lack of standardized
sensor products, lack of standardized meta-data for both sensors and platform information, and lack of a
common tasking system that crosses the traditional command seams. Additionally there are related issues
concerning training, logistics support, airspace integration, and CONOPS that could benefit from greater
cross-Service interoperability. Today the highest priorities for improving UA capability in combat
operations are:
􀂾 Improving tasking and collection efficiencies through a common, Joint use, ISR tasking and collection
management capability that integrates tactical and theater level requirements and capabilities.
􀂾 Improving UA data dissemination and platform access through the use of common, secure, tactical
data-links utilizing less congested spectrum.
􀂾 Improving product access and better situational awareness of the current operational picture through
improved distribution and networking capabilities
􀂾 Improved delivery of critical, time sensitive, actionable data to tactical units through improved
mobile, 2-way communications capability and associations CONOPS.
􀂾 Improved cross Service, integrated UA and manned CONOPS that provide improved overall
collection capability.
SECTION 3 - REQUIREMENTS
Page 45
UAS ROADMAP 2005
SECTION 3 - REQUIREMENTS
Page 46
UAS ROADMAP 2005
4.0 TECHNOLOGIES
Unmanned aviation has been the driving or contributing motivation behind many of the key technical
innovations in aviation: the autopilot, the inertial navigation system, and data links, to name a few.
Although UAS development was hobbled by technology insufficiencies through most of the 20th century,
focused efforts in various military projects overcame the basic problems of automatic stabilization,
remote control, and autonomous navigation by the 1950s. The last several decades have been spent
improving the technologies supporting these capabilities largely through the integration of increasingly
capable microprocessors in the flight control and mission management computers flown on UA. By
1989, technology had enabled an UA (DARPA’s Condor) to perform fully autonomous flight, from takeoff
to landing without human intervention. The early part of the 21st century will likely see even more
enhancements in UAS as they continue their growth. The ongoing revolution in the biological sciences,
together with ever-evolving microprocessor capabilities, are two general technology trends that will
impact aviation and enable more capable UAS to appear in the timeframe of this Roadmap. UA
technology enablers are discussed in more detail in Appendix D.
Although, DoD continues to strongly invest in researching and developing technologies with the potential
to advance the capabilities of UAS, commercial applications now drive many unmanned technologies.
Figure 4.0-1 shows the Air Force, Army, and Navy research laboratories investments, along with
DARPA’s, in UAS-related research and development (R&D) in the FY05-09 President’s Budget.
Together, the Services fund $1.662 billion in 79 UAS-related R&D projects, a significant increase over
the $1.241 billion and 60 projects funded in 2000. Appendix D, Table D-1 contains a detailed listing of
the projects being funded.
Air Force,
$808.7M
DARPA,
$306.7M
Navy,
$297.1M
Army ,
$269.6M
$1,662 M Total R&D Investment
FIGURE 4.0-1. DOD INVESTMENT IN UAS RESEARCH AND DEVELOPMENT, FY05 - FY09.
The two basic approaches to implementing unmanned flight, autonomy (illustrated by the RQ-4) and
pilot-in-the-loop (illustrated by the MQ-1), rely predominantly on microprocessor and communication
(data link) technology, respectively. While both technologies are used to differing levels in all current
UA, it is these two technologies that compensate for the absence of an onboard pilot and thus enable
unmanned flight. Advances in both are driven today by their commercial markets, the personal computer
industry for microprocessors and the banking and wireless communication industries for data protection
and compression. This chapter focuses on forecasting trends in these two technologies over the coming
25 years; sections on aircraft and payload advances are included and apply equally to manned aircraft.
　
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