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25 Nations for an Aerospace Breakthrough

European Civil Unmanned Air Vehicle Roadmap

VOLUME 2 – ACTION PLAN SUBMITTED ON BEHALF OF THE EUROPEAN CIVIL UAV FP5 R&D PROGRAM MEMBERS:

Italy

Germany Italy

Italy

Israel

U.K.

Italy Czech Rep.

Italy

France

Italy

Italy

Germany

Italy

Sweden

France

France

Spain

Italy

Israel

Poland

Israel

Lithuania

France

Israel

Belgium

France

Hungary Poland

Sweden

Germany

Mark Okrent UAVNET Coordinator WWW.UAVNET.COM

Netherlands

©25 Nations for an Aerospace Breakthrough European Civil UAV Roadmap Volume 2 – Action Plan

Foreword to Volume 2

The European Civil Unmanned Air Vehicle Roadmap Volume 1 was released in March 2005 and may

be viewed as the introduction to Volumes 2 and 3.

In this volume, the focal point is on what steps are required to realise European civil UAVs.

The projects USICO, CAPECON and UAVNET laid the foundations for civil UAVs, it put focus on the

underlying need for civil UAVs in the market.

Some of the civil UAVs applications may seem distant, since what is available today and possible

near term technologies do not yet overcome the challenges set by these applications.

This is where The European Civil Unmanned Aerial Vehicle Roadmap comes in to lay the path to this

exciting new realm and guide the first steps inside the world of civil UAVs, providing Europe with the

economical and technological advantage.

Volume 3 discusses the Strategic Research Agenda of The Civil Unmanned Air Vehicles Roadmap,

which was prepared as a Pan-European effort in order to benefit Europe strategically, socially,

economically and technologically.

SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc


Table of Contents

1 EUROPEAN CIVIL UNMANNED AIR VEHICLES - ACTION PLAN...............................5

1.1 EUROPEAN CIVIL UAV ROADMAP - VISION .....................................................................6 1.2 EUROPEAN CIVIL UAV ROADMAP - THE MAJOR CHALLENGES..........................................6 1.3 EUROPEAN CIVIL UAV ROADMAP - THE APPROACH ........................................................6 1.4 EUROPEAN CIVIL UAV ROADMAP - THE MAJOR PHASES..................................................7 1.5 EUROPEAN CIVIL UAV ROADMAP - TIMESCALES .............................................................9

2 EUROPEAN CIVIL UAV ROADMAP - MANAGEMENT STRUCTURE........................11

2.1 EUROPEAN CIVIL UAV ROADMAP - FUNCTIONAL STRUCTURE ........................................11 2.2 EUROPEAN CIVIL UAV ROADMAP - COORDINATING ORGANISATION................................12 2.3 EUROPEAN CIVIL UAV ROADMAP - STEERING COMMITTEES ..........................................14

2.3.1 European Civil UAV Roadmap - User Forum.................................................................. 14 2.4 EUROPEAN CIVIL UAV ROADMAP - WORKING GROUPS .................................................15

3 CIVIL UAV – TIMESCALES, CHALLENGES AND KEY ENABLERS .........................16

3.1 TIMESCALES...............................................................................................................16 3.1.1 European Civil Small UAV Roadmap - Small UAV Timescales ...................................... 16 3.1.2 European Civil MALE UAV Roadmap - MALE UAV Timescales..................................... 16 3.1.3 European Civil Rotary UAV Roadmap - Rotary UAV Timescales ................................... 17 3.1.4 European Civil UAV Roadmap - HALE UAV Timescales................................................ 17

3.2 MAJOR TECHNOLOGICAL CHALLENGES.........................................................................18 3.2.1 Technological Directions ................................................................................................. 18 3.2.2 Safety Challenges ........................................................................................................... 20 3.2.3 Reliability Challenges...................................................................................................... 21 3.2.4 Cost Challenges.............................................................................................................. 21

3.3 KEY ENABLING TECHNOLOGIES....................................................................................23 3.3.1 Key Enabling Technologies - Safety ............................................................................... 23 3.3.2 Key Enabling Technologies - Reliability .......................................................................... 24 3.3.3 Key Enabling Technologies - Cost .................................................................................. 24

4 GLOSSARY OF TERMS...............................................................................................32

5 REFERENCES..............................................................................................................37



List of Figures

Figure 1-1 The Total Market for Civil and Commercial UAV Markets in Europe, 2006-2015 .............8 Figure 1-2 Classical Civil UAV Development Cycle............................................................................9 Figure 1-3 European Strategic UAV Roadmap – Timescales...........................................................10 Figure 2-1 European Roadmap - Management Functional Structure ...............................................11 Figure 2-2 Spiral Management Model...............................................................................................13 Figure 2-3 Advanced Aircraft Research and Development Management Techniques .....................13 Figure 2-4 Initial User Forum - Technologies Synchronisation Process ...........................................14 Figure 3-1 European Strategic Civil Small UAV Roadmap – Timescales.........................................16 Figure 3-2 European Strategic Civil MALE UAV Roadmap – Timescales ........................................16 Figure 3-3 European Strategic Civil Rotary UAV Roadmap – Timescales .......................................17 Figure 3-4 European Strategic Civil HALE UAV Roadmap – Timescales ........................................17 Figure 3-5 Aeronautical Technologies - Market Model .....................................................................19 Figure 3-6 Definition of Technological Readiness Levels .................................................................20 Figure 3-7 Safety & Reliability Breakdown........................................................................................21 Figure 3-8 Cost Breakdown Structure...............................................................................................22 Figure 3-9 Civil UAV Acquisition Costs – Based on CAPECON’s Studies .......................................23 Figure 3-10 Mass Specific Power Trends - Ref. [ 7] ..........................................................................26 Figure 3-11 Minimum Communications Paths ..................................................................................29 Figure 3-12 Operating and Maintenance Cost Breakdown...............................................................30 Figure 3-13 Artist’s Impression of Civil UAVs In Controlled Airspace by 2020 .................................31

List of Tables

Table 3-1 Decision Metric Table .......................................................................................................20 Table 3-2 Proposed European Reliability Criteria For Civil UAVs ....................................................21



1 EUROPEAN CIVIL UNMANNED AIR VEHICLES - ACTION PLAN Although there is the impression that civil Unmanned Air Vehicles (UAVs) and their related

technologies are available, this concept is incorrect. The civil UAV projects carried out in the FP5

framework showed that the technologies need to be advanced and further developed to realise this

new field.

To this effect, Europe needs this strategic civil UAV roadmap. This strategic Civil UAV roadmap will

concentrate on the civil UAV applications, technologies and research required in order to realise civil

UAVs.

This roadmap will bring together European Civil UAV efforts driving this new research area and the

technologies involved into the future by:

Mapping and identifying the needs and applications for civil UAVs, grouping applications together to provide enhanced and efficient solutions

Planning the time frames

Defining initial and future technologies (R & D and associated resources) required

Outlining the approach to meet the needs and requirements

Reaching the realisation of European operational civil UAVs, through monitoring and corrective actions

This document is focused on technologies and technological drivers and it is premature to

recommend budgets. One of the first tasks to be carried out by the European Civil UAV Coordinating

Organisation will be to re-assess the priorities and technologies and estimate the budget required.

Once established, this coordinating organisation will facilitate the management and successful

completion of the projects within the roadmap, helping to ensure that they are delivered on time,

within budget and to the required standard. In addition, the organisation will identify sources of

possible funding and will coordinate technological efforts with resources.

The European Civil UAV strategic roadmap is intended to correct the present lack of a European

strategic initiative for civil UAVs, giving Europe the benefits of civil UAV applications, research,

development, manufacturing and operations. Likewise, the roadmap will take into account ongoing

changes in technologies and requirements, and is therefore a “living” document and will be subject to

periodic changes.



1.1 EUROPEAN CIVIL UAV ROADMAP - VISION

Enable civil UAV applications to benefit Europe

Initiate and establish R & D of core technologies in Europe

Provide the catalyst to establish relevant aerospace infrastructures across the 25 nations

of Europe

Encourage pan-European activity in this new field by matching technologies with

capabilities

Ensure that Europe will remain self-sufficient

1.2 EUROPEAN CIVIL UAV ROADMAP - THE MAJOR CHALLENGES

The major challenges foreseen are:

Not to lose the momentum gained in the infrastructure that Europe prepared in the

USICO, CAPECON and UAVNET projects.

Certification & Regulation of civil UAVs for flight within the airspace

Collision avoidance technologies - to ensure flight safety

Safety & Reliability of the civil UAV systems - to ensure extremely low loss of civil UAV, equalling the current civil air transport figures

Cost effectiveness - to provide the business incentives to use these new technologies

1.3 EUROPEAN CIVIL UAV ROADMAP - THE APPROACH

Set up a Civil UAV Coordinating Organisation to define:

Autonomous operational requirements

Performance requirements Autonomous operational requirements

Secure operational requirements

Range requirements

Cruising speed requirements

Positional accuracy requirements

Service altitude requirements

Sensors requirements



Safety requirement aspects

Sense and avoid capabilities’ requirements in-air and in-airport

Terrain avoidance

Safe taxiing and takeoff

Emergencies response requirements

Failure mitigation and recovery

Launch and recovery sites’ characteristics

Operating crew competency and training requirements

Others

Communication link requirements – including spectrum and security

Technological needs

Technological requirements assessment

Payload size and weight requirements

Payload standardisation and interfacing

1.4 EUROPEAN CIVIL UAV ROADMAP - THE MAJOR PHASES

The major phases necessary to achieve the vision are:

Phase 1 – Market Requirement Analysis

The market for civil UAV systems with civil and commercial applications in Europe is on the brink of

being realised. The pressure to constantly reassess and reduce costs is an ever-present factor in

business today, and one that has a bearing on almost every business decision. Civil UAV systems

have several potential cost benefits to offer to a number of industries and the degree the civil UAV

systems impact business margins will determine how widely UAV technology pervades European

society in the coming decades.

The main cost advantages for civil UAVs are not to be found in the initial purchase price, where they

may match the cost of procuring a manned aircraft. The cost advantages of civil UAV systems are

best demonstrated over the in-service life of a system. Firstly and most importantly, the reduction in

personnel costs is significant, with the removal of the pilot and the engineering expertise required to

maintain and repair the cockpit systems of a manned aircraft. Secondly, fuel costs will be reduced

given the reduced weight of the civil UAV systems compared with manned aircraft, largely related to

the removal of the controls and systems that support pilot operation of the aircraft. Inventory costs



are also likely to be lower given the reduced number of components, coupled with the lower size and

weight of the civil UAVs.

Frost and Sullivan estimates the civil and commercial market in Europe to be worth €1.2bn between

2006 and 2015 – see Figure 1-1, with an expected accelerated growth once certification and ATM

regulations are established, probably around 2009 - 2010.

-

50.0

100.0

150.0

200.0

250.0

300.0

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

Euro

mill

ions

FIGURE 1-1 THE TOTAL MARKET FOR CIVIL AND COMMERCIAL UAV MARKETS IN EUROPE, 2006-2015

Phase 2 – Design

Develop the business aspects related to civil UAV introduction

Involve potential customers in shaping the initial requirements

Refinement of work achieved in CAPECON

Core Technologies Research & Identification – View to actual implementation

Airframe detailed design based on CAPECON using advanced materials and manufacturing techniques

ATC/ATM – initial formulation for actual inclusion of civil UAVs into controlled airspace, based on USICO

Phase 3 - Development

Refine the potential customer requirements to achieve streamlined engineering solutions

Advanced civil UAV technologies development

Advanced tools and means to facilitate design and manufacture

Implementation of advanced technologies for actual proof of concept

Final formulation of certification and regulation requirements for full civil UAV integration into controlled airspace



Phase 4 – Proof of Concept

Involve customers in the first flights Prototype induction trials Partial integration of civil UAVs into controlled airspace – limited availability Full scenario flight tests

Phase 5 - Production

Full integration into the ATC/ATM – full availability

1.5 EUROPEAN CIVIL UAV ROADMAP - TIMESCALES

The timescales for the different civil UAVs are shown in Figure 1-3. These timescales were

formulated and based on the experience of the partners that prepared the European Civil UAV

Roadmap together with the techniques described in Figure 2-3 and those of a classical aircraft

development cycle as shown in Figure 1-2 below. The difference, between the classic development

cycle and that of the civil UAV development cycle, is due to the market build and technological

demonstration, in the civil UAV case followed the applications demonstration required to show the

systems’ capabilities. This is followed by the Full Scale Development (FSD), which allows the

technologies to mature. In the civil UAV case, this is shorter due to the experience gained in the

demonstration phase.

FIGURE 1-2 CLASSICAL CIVIL UAV DEVELOPMENT CYCLE1

1 Based on - NASA/CR-2001-210658 - Development Cycle Time Simulation for Civil Aircraft - January 2001



FIGURE 1-3 EUROPEAN STRATEGIC UAV ROADMAP – TIMESCALES



2 EUROPEAN CIVIL UAV ROADMAP - MANAGEMENT STRUCTURE

2.1 EUROPEAN CIVIL UAV ROADMAP - FUNCTIONAL STRUCTURE

The European Civil UAV Roadmap functional structure will be organised in three main layers as

shown in Figure 2-1. This structure will allow parallel work to be carried out and will enhance resource

focus and efficiency.

FIGURE 2-1 EUROPEAN ROADMAP - MANAGEMENT FUNCTIONAL STRUCTURE

The European Civil UAV Roadmap vision is that within six years, Europe can be transformed into a

major influence in civil UAVs and therefore the following important issues of coordination and internal

competition will be addressed:

Encouragement of as wide a range of products produced by as large a number of companies, which presents a positive input to competition and invention

Impetus for innovation through encouragement of novel development processes by research institutes and companies, to accelerate maturity in order to penetrate the market



A strategy for overcoming transitional issues and conflicts

An approach to encourage social acceptance of civil UAVs

This functional structure is required for the European Civil UAV Roadmap and is typical for

multinational complex multidisciplinary projects of this nature. Technological Platforms use this

structure as well, for example, the Safety for Sustainable European Industry Growth Technological

Platform has a similar structure.

2.2 EUROPEAN CIVIL UAV ROADMAP - COORDINATING ORGANISATION

Europe’s Civil UAV coordinating organisation will carry out the following:

Define and refine the European Potential

Requirements & Applications Metrics

Technology Metrics

Capability Metrics

Potential Metrics

Potential Matching Matrices

Advise on resource utilisation efficiency increase

A Pan-European capability, technologies maturity matrix will be prepared to ensure and enhance

European cooperation and inter-state involvement in the European Civil UAV Roadmap. This will be

used to coordinate activities and enhance productivity.

The civil UAV coordinating steering committee will provide the necessary strong leadership to

overcome the challenges that lay ahead. It will constantly carry out the following:

Market Appraisal of civil UAVs

Evaluation of civil UAV impact on society

Evaluation of civil UAV impact on economy

Preliminary engineering definitions to the Steering Committees

Major task definitions and possible allotment management

Concept validation, investigation and analyses

Overall risk management



The main aim is to ensure that the overall framework for the European civil UAV Roadmap is properly

established and functions as planned. The coordinating organisation will set up the steering

committee for the roadmap programme and will lay the guidelines that will realise the objectives of the

European Civil UAV Roadmap while minimising the cost2. The coordinating steering committee will be

capable of leading and supervising the European civil UAV efforts, continuously monitoring

performance and assessing the civil UAV current knowledge base, skills and technologies attained

and laying the future3 goals as a function of these assessments. The overall process used for

coordination and management, will be based on the spiral model4 described in Figure 2-2 in

conjunction with advanced aircraft research and development management techniques, by

implementing the Lean Aerospace Initiative5 – see Figure 2-3. This will mitigate the risks involved;

with each phase, planned and monitored closely mitigating accumulated risks, which usually occur in

programmes of this size.

FIGURE 2-2 SPIRAL MANAGEMENT MODEL FIGURE 2-3 ADVANCED AIRCRAFT RESEARCH AND DEVELOPMENT MANAGEMENT TECHNIQUES 6

2 It is important to recognise that industry, and academia need the European R&D investments to build tomorrow’s technological base 3 Short-term and long-term 4 By using the spiral model the knowledge, skills and technological assessments will be similar to the risk assessments carried out in a

normal development project, but will obviously be more complex. 5 Developed by MIT and the U.S. Air force 6 Courtesy of Massachusetts Institute of Technology - web.mit.edu/lean



2.3 EUROPEAN CIVIL UAV ROADMAP - STEERING COMMITTEES

Four main steering committees will be formed for the respective civil UAV types (Small, Rotary, MALE

and HALE). These committees will:

Create the relevant user forum to synchronise requirements

Refine the Potential Matrices

Refine the Metrics

Refine the risk and set out risk management procedures

Act as arbitrator in conflicts

Set out clear objectives for the workshops

Communicate with the other steering committees

2.3.1 European Civil UAV Roadmap - User Forum The user form is an integral part of the European Civil UAV Roadmap so that the research and

development is synchronised with the market requirements. This forum will also explore futuristic

applications and will not limit itself only to immediate needs. It is suggested that the model shown in

Figure 2-4, be initially adopted.

FIGURE 2-4 INITIAL USER FORUM - TECHNOLOGIES SYNCHRONISATION PROCESS



2.4 EUROPEAN CIVIL UAV ROADMAP - WORKING GROUPS

The working groups will responsible to for the following:

Employ different resourcing strategies, to enable success

Monitor the work carried out and ensure the resources are efficiently used

Set out research and development metrics to measure progress

Provide platform for the information exchange between the sub-groups - mechanics, aerodynamics, IT, flight control, ATC, etc…

Provide the relevant resources to offer staff training or additional training as required (recruitment of external permanent or temporary staff to allow timetables to be met)

Plan the specific work packages including detailed timescales, deliveries and resources allocation



3 CIVIL UAV – TIMESCALES, CHALLENGES AND KEY ENABLERS

3.1 TIMESCALES

3.1.1 European Civil Small UAV Roadmap - Small UAV Timescales

FIGURE 3-1 EUROPEAN STRATEGIC CIVIL SMALL UAV ROADMAP – TIMESCALES

3.1.2 European Civil MALE UAV Roadmap - MALE UAV Timescales

FIGURE 3-2 EUROPEAN STRATEGIC CIVIL MALE UAV ROADMAP – TIMESCALES



3.1.3 European Civil Rotary UAV Roadmap - Rotary UAV Timescales

FIGURE 3-3 EUROPEAN STRATEGIC CIVIL ROTARY UAV ROADMAP – TIMESCALES

3.1.4 European Civil UAV Roadmap - HALE UAV Timescales

FIGURE 3-4 EUROPEAN STRATEGIC CIVIL HALE UAV ROADMAP – TIMESCALES



3.2 MAJOR TECHNOLOGICAL CHALLENGES

The major hurdles to overcome in order to close the technological gap between having operational

civil UAVs and not having them are: acceptance into the ATC/ATM airspace, enhanced safety and

reliability, reduced costs. Furthermore, the following criteria have to be set and met:

To permit civil UAVs to fly in European airspace

To provide superior Human Machine Interface systems – to increase the safety aspects involved

Technologies for easy comprehension – to simultaneously lowering the skill level and operational costs involved

Simple emergency procedures – to increase the built-in safety aspects of the systems

Set reliability criteria for civil UAVs

Design metrics for civil UAV requirements – a new approach and not modifying existing military UAVs

To identify technological and R&D directions7 – to solve real and perceived problems more efficiently

To develop of efficient procedures and methodologies:

To allow efficient manufacture with inherent and enhanced quality

To allow cost efficient operations

The support the European Union will provide in these fields, will influence whether the civil UAVs operated in Europe will be made in Europe or not.

3.2.1 Technological Directions Many of the technologies existing in traditional air transport systems may be used in civil UAVs after

modifications or further improvements and similarly future civil UAV systems will to be used in

traditional air transport systems. The expected technologies transfer behaviour is described in Figure

3-5.

The necessary technological improvements require different levels and depths of research and

development throughout the European Union.

7 In addition to solving problems it will fuel the knowledge-based economy



FIGURE 3-5 AERONAUTICAL TECHNOLOGIES - MARKET MODEL8

The main technological focus to attain European civil UAVs, shall be to improve safety, reliability

efficiency and affordability in the fields of:

Aerodynamics

Structures

Propulsion

Systems and Equipment

Avionics and Sensors

Payloads

Increased Aircraft Capacity in Airspace

Reliable Ground Control and Data Application Stations

Integration and Validation Techniques

Technologies

Decision Metrics

In order to establish the readiness level of a particular technology and whether it is feasible to incorporate it in the near-term development process, it is suggested that the Technological Readiness Levels (TRL) as defined by NASA (http://ipao.larc.nasa.gov) shall be used as a guide in metric planning and formulation – see Figure 3-6 below.

8 Adapted from Prof. Christensen’s theoretical model



FIGURE 3-6 DEFINITION OF TECHNOLOGICAL READINESS LEVELS

The decision metric table shown in Table 3-1, uses the TRL in Figure 3-6, and is adapted to a system readiness metric. This suggested metric should assist the different committees in taking decisions.

TABLE 3-1 DECISION METRIC TABLE

Technological Readiness Level 1 2 3 4 5 6 7 8 9

System Readiness Development

Required

Prototype

(Possible)

Ready to Go

(Available)

Component

3.2.2 Safety Challenges The major challenges that need to be overcome to allow safe flight of civil UAVs in airspace are

grouped bellow:

Safe and autonomous navigation within the airport vicinity

Automatic takeoff and landing

Fly in controlled air traffic

Emergency handling - landing, rerouting, etc…

“Failsafe avionics” - very safe reliable systems

Safer and greener propulsion systems

High overall system endurance (days, weeks, months, years?)

Flight over populated areas

Psychological, social and legal factors



An overview of the safety and reliability issues are summarised schematically in Figure 3-7.

FIGURE 3-7 SAFETY & RELIABILITY BREAKDOWN

3.2.3 Reliability Challenges The European Civil UAV Roadmap has based its reliability figures on the JAR and FAR. The reliability

criteria for civil UAVs appear in Table 3-2.

TABLE 3-2 PROPOSED EUROPEAN RELIABILITY CRITERIA FOR CIVIL UAVS

Major Hazardous Catastrophic

Mini/Small UAV Requirement <10-5 <10-6 <10-7

Rotary UAV Requirement <10-3 <10-4 <10-5

MALE UAV Requirement <10-5 <10-7 <10-8

HALE UAV Requirement <10-5 <10-7 <10-8

Command Link <10-5 <10-7 <10-8

Ground Station Requirement <10-5 <10-7 <10-8

Data Link <10-5 <10-7 <10-8

Data Application station <10-3 <10-4 <10-5

3.2.4 Cost Challenges An overview of a typical cost breakdown is described in Figure 3-8 and Figure 3-9.



FIGURE 3-8 COST BREAKDOWN STRUCTURE



FIGURE 3-9 CIVIL UAV ACQUISITION COSTS – BASED ON CAPECON’S STUDIES

3.3 KEY ENABLING TECHNOLOGIES

The key enabling technologies that will permit the civil UAV induction into the airspace are

summarised in this section.

3.3.1 Key Enabling Technologies - Safety In order to ensure a high standard of safety research and development into the following topics will be

undertaken permitting safe movement of civil UAVs both on ground and in airspace:

Safe and autonomous navigation systems within the airport vicinity

Automatic takeoff and landing in airports and alternative landing strips

Safe flight within controlled and uncontrolled airspace

Emergency handling technologies that allow rerouting and landing at alternative sites

“Failsafe avionics”

Avionic suites that will permit constant diagnostics and prognostics making sure the whole system remains within the operational envelope

Safer and greener propulsion systems

High overall system endurance (days, weeks, months, years?)

Involvement of the public at the earliest stages

To deal with the psychological, social and legal aspects in an efficient way



3.3.2 Key Enabling Technologies - Reliability To meet the reliability challenges to realise European civil UAVs, research and development into the

following fields will be actively encouraged:

Novel design concepts to ensure high systems’ robustness

Highly reliable components

Lower number of components

Higher system redundancy

Highly redundant fused collision systems (ground and air)

Increased system redundancy at affordable cost

Fused and improved redundant systems

Innovative and enhanced emergency concepts

Novel flight termination - mitigation of possible third party damage

Reliable and safe propulsion systems

Improved communication systems (audio, other)

Improved integration with ATC / ATM

3.3.3 Key Enabling Technologies - Cost The key enabling technologies associated with costs are:

System efficiency Aerodynamics

Propulsion – cleaner more efficient

Payloads

Ground Station System

System reliability - vehicle management and communications

Weight Operating and maintenance methods

System Efficiency – Aerodynamics There is the need to improve overall aerodynamic efficiency by 20% - 30% to make civil UAVs more

economical.



This will be achieved by improving the individual contributing components through research and

development to realise:

An increase, from present levels, in the lift-to-drag ratio by 30%

Improved laminar flow on wing and fuselage through advanced laminar wing design

An increase in endurance through improved structures with higher fatigue life

Variable structures (morphing, camber etc…), that will offer optimum aerodynamic characteristics through the flight envelope and will provide airframe survivability

Self-healing aerodynamics

Smart morphing of lift producing structures

Active flow control

Research and understand low Reynolds number aerodynamics to achieve more efficient aerodynamic airframes

Design for low and unique Reynolds numbers

Active flow control to improve aerodynamic efficiency

High aspect ratio wing technologies

System Efficiency – Propulsion The propulsion efficiency should be improved by 20% - 30% in order to make the civil UAV systems

more affordable.

This will be attained by research and developing new power plants and alternative propulsion sources

that will give:

A reduction in fuel consumption by 20% - 30%

A reduction of propulsion system weight by 15% - 25%

The reduction of propulsion fuel consumption can be reached through improving the following:

An increase thrust-to-weight or horsepower-to-weight ratio by 20% - 30%

An improvement in specific fuel consumption (SFC) by 25% - 30%

An improvement of heavy fuel propulsion systems by 20% - 30%

An improvement of Turboprop propulsion systems by 20% - 30%

An improvement of Turbofan propulsion systems by 20% - 30%



The approach will be through innovation, research and development into super-lightweight materials, to achieve high thrust to weight ratios and endurance, in addition to the incremental advances made in the available propulsion systems. This alone is expected to bring about significant advances in engine design and related technologies together with a cost reduction - current trends in specific power are described in Figure 3-10.

FIGURE 3-10 MASS SPECIFIC POWER TRENDS - REF. [ 7]

In order to meet the new and future gas emission standards, the propulsion systems gaseous

emissions will have the following:

Short-term goals:

Reduce NOX by 20%

Long-term goals:

Reduce CO2 by 50%

Reduce NOX by 80%

Propulsion noise emissions in the airport area:

Short-term goals reduction of noise by -4 dB to -5 dB

Long-term goals reduction of noise by -10 dB



System Efficiency - Payloads The cost reduction in the field of payloads will achieved through:

Standard interfaces allowing minimum turnaround times

Plug-and-play systems to provide competition and greater options to the user

Minimisation of payload “footprint” to reduce the weight of the payload

Advanced multi-sensing capabilities to ensure high efficiency for the same payload

Low power requirements to minimise the propulsion requirements

System Efficiency - Ground Station System The ground station system that allows control of the civil UAV and possible data acquisition will be

researched and developed to provide the following features:

Reduce human involvement by order of magnitude compared to present and future systems

Reduce number of operators/pilots required by 50%

Increase Human Machine Interface efficiency by 50%

Permit multi-civil UAV simultaneous operation

Emergency Procedures

Simplify emergency procedures

Secure effective communications with ATC

System Reliability - Vehicle Management & Communications In order to increase and meet the civil UAV system reliability requirements set out in Table 3-2

extensive research and development will be undertaken. These will be in the fields of vehicle

management systems and communications.



The vehicle management suite includes all the components needed to allow safe autonomous flight

of the civil UAV, but does not include the communications systems:

Advanced flight control and flight management systems

Highly integrated fault tolerance

Advanced and detailed system health monitoring and management of the structures, propulsion, sensors, actuators

Very accurate miniature sensors – meter accuracy

Highly reliable sensors by a factor of 10

High fault tolerance

Low weight and size – MEMs, solid-state sensors

Highly reliable actuators by factor of 10

Lower power requirements by 30% - 40%

Lower weight and size by 20% - 30%

Advanced diagnostics and prognostics to provide high safety and endurance

Built in redundancy

Minimisation of component numbers

Increase onboard processing power



Communications systems In depth research and development will be carried out in the field of communications systems in order to cater for:

Spectrum allocation

Efficient use of the spectrum through enhanced modulation techniques

Wideband communication links

Innovative solutions to overcome range limitations

Highly secure communication links

Highly redundant communications system

New compression algorithms to decrease data rates

New forward error correction algorithms for lower bit error rates

Voice communications between ATC and civil UAV operator

The basic concept envisioned is communications between all systems as described in Figure 3-11.

FIGURE 3-11 MINIMUM COMMUNICATIONS PATHS



Weight The objective is to reduce empty weight, without a compromise on structure strength due to weight decrease, by 40%, where research and development will be carried out into technologies and techniques to:

Reduce vehicle structure weight by 25%

Reduce sub-system weight by 5%

Develop smart structures optimising materials’ strength

Operating and Maintenance Methods The costs involved in operating and maintenance are described in

FIGURE 3-12 OPERATING AND MAINTENANCE COST BREAKDOWN

A comprehensive task minimise these costs will be undertaken, whose benefits will be immediately transferable to the other fields. This task will include:

Design and manufacture for low cost acquisition

Use advanced decision making tools

Use aviation approved COTS

Design using automobile or other suitable industrial parts

Design for lower ground turnaround time

Reduce number of parts and hence lower spares levels

Reduce air-vehicle communications and ground control systems cost using cheaper technologies by 50%

Use modern quality control methodologies



Taking into account the current world trends in civil UAV technologies, this European Civil UAV

Roadmap was prepared in order to streamline European efforts efficiently.

Europe’s brightest minds are participating in uncoordinated and scattered research across the continent. These scattered efforts counter overall EU R&D efficiency, as many of the systems are complex and stand alone as islands with no interoperability.

Europe laid the initial foundations of the civil UAV research area by supporting four projects in this field: UAVNET, CAPECON, USICO and HELIPLAT.

Europe should not let these initiatives wither away into the past. Rather it should use these initiatives as an impetus into the future.

FIGURE 3-13 ARTIST’S IMPRESSION OF CIVIL UAVS IN CONTROLLED AIRSPACE BY 2020



4 GLOSSARY OF TERMS A/C Aircraft

AAV Autonomous air vehicle

ACARS Airborne Communications Addressing and Reporting System

ACAS Airborne Collision Avoidance System

ADC Air Data Computer

ADS-B Automatic Dependent Surveillance Broadcast

ANSP or ANSPs Air navigation service providers

ARESE ARM Enhanced Shortwave Experiment

ARM Atmospheric radiation measurement program

ASAS Airborne separation assistance system

ATC Air traffic control, synonym for air traffic management, or system

ATM Air traffic management, synonym for air traffic control, or system

ATS Air traffic system, synonym for air traffic control or management. Sometimes

referred to as Air Traffic Service

Availability Is a measure of how often a system or component is in the operable and

committable state when the mission is called for at an unknown (random) time. It is

measured in terms of the percentage of time a system can be expected to be in

place and working when needed. In this document it describes how a given aircraft

type is able to perform its task compared to the number of times it is required to do

so. For this study, the ratio of hours flown to hours scheduled is used. It is

expressed as a percentage.

sScheduledFlightHoursFlownFlightHourtyAvailabili =

BLOS Beyond Line of Sight

Canopy The upper leaves of the trees in a forest

CARE Co-operative Actions of R&D in EUROCONTROL



CDTI Cockpit display of traffic information

Communication The data link between the aircraft and the ground

CONOPS Concept of Operations

COTS Commercial of the shelf

DARPA Defence Advanced Research Projects Agency

DEM Digital elevation model

DHS Department of Homeland Security

DoD U.S. Department of Defence

EASA European Air Safety Agency

EMR Electromagnetic radiation

EOMD Earth Observation Market Development

ESARR EuroControl Safety Regulations Requirements

FAA Federal Aviation Administration

Flight Control Includes all systems contributing to the aircraft stability and control, such as

avionics, air data system, servo-actuators, control surfaces/servos, on-board

software, navigation, and other related subsystems. Aerodynamic factors are also

included in this grouping.

FLIR Forward looking infra red

FMS Flight Management System

GA General aviation

GCS Ground control Station

GEO Geostationary Earth orbit

GIS Geographic information system



Global Interoperability The aircraft manufacturers recognize that today's system will not meet tomorrow's

needs, that the system must change, and that they need to work together closely

to ensure that future systems in Europe, Asia and the United States all fit together

seamlessly for maximum operational efficiency and a safe, secure, efficient,

environmentally friendly, global air traffic system that addresses the needs of all

users and service providers.

GMES Global monitoring of environment and security

GMOSS Global Monitoring of Safety and Security – a European sponsored project that

includes pipeline monitoring

GNSS Global Navigation Satellite System

GPS Global Positioning System

HALE High Altitude Long Endurance

HAP High altitude platform

HFC Hydro-Fluoro-Carbon

HMI Human Machine Interface

Human Factors/Ground

Control

Accounts for all failures resulting from human error and maintenance problems

with any non-vehicle hardware or software on the ground.

ICAO International Civil Aviation Organisation

IFR Instrument flight rules

INSAR Interferometry synthetic aperture radar

LAAS Local area augmentation system – used as a navigation aid

LAI Lean Aerospace Initiative

LEO Low Earth orbit

Logistics footprint Defined as the size of the logistics support needed. The footprint includes all the

necessary support needed to maintain the force such as fuels, parts, support

equipment, transportation, and people.

LTA Lighter than air



Maintainability Is the ability of a system to be retained in or restored to a specified condition when

maintenance is performed by personnel having specified skill levels, using

prescribed procedures and resources, and doing so at prescribed levels of

maintenance and repair. It is measured in terms of how long it takes to repair or

service the system, or Mean Time To Repair (MTTR) in hours.

MALE Medium Altitude Long endurance

MEMS Micro Electro Mechanical System

Miscellaneous Any mission failures not attributable to those previously noted, including airspace

issues, operating problems, and other non-technical factors. Because operating

environments are not uniform as a variable affecting the data, weather is excluded

as a causal factor in this portion of the study.

MMI Man Machine Interface, used interchangeably with HMI

MTBF Mean Time Between Failure - describes how long a repairable system or

component will perform before failure. This is also known as Mean Time Between

Critical Failure (MTBCF). For non-repairable systems or components, this value is

termed Mean Time To Failure (MTTF). Here it is essentially the ratio of hours flown

to the number of maintenance-related cancellations and aborts encountered. It is

expressed in hours.

eFailureRatMTBF 1

=

NIST National institute of standards and technology

PEO Polar Earth orbit

PIPEMON Geo-information services for pipeline operators

PMC Pylon-mounted cameras

Power/Propulsion (P&P)

Encompasses the engine, fuel supply, transmission, propeller, electrical system,

generators, and other related subsystems on board the aircraft

PRESENSE Pipeline REmote SENsing for Safety and the Environment



PS The PS technique overcomes the main limits of conventional interferometric

approaches to surface deformation detection, thus allowing to identify individual

radar benchmarks (called Permanent Scatterers) where very precise displacement

measurements can be carried out.

PSD Permanent Scatterers Data

RVSM Reduced Vertical Separation Minima

SAA Sense and avoid system

SAR Search and Rescue / Synthetic Aperture Radar

SLAM Service for Landslide Monitoring, funded by the European Space Agency (ESA)

SWOT Strengths-Weaknesses-Opportunities-Threats

TAMDAR Tropospheric Airborne Meteorological Data Reporting

Task Reliability Is defined as 100 minus the percentage of times a task is cancelled before take-off

or aborted in-flight due to maintenance issues. It is expressed as a percentage.

TCAS Traffic collision avoidance system

TIS-B Traffic information service broadcast

TPI Third party interference

UAV or UAVs Unmanned air vehicle(s)

VFR Visual flight rules

WAAS Wide area augmentation system – used as a navigation aid



5 REFERENCES 1. FUTURE APPLICATIONS OF UAVS - INPUTS TO JAA/EUROCONTROL TASK FORCE, JAA,

HOOFDDORP, 2003-05-08, DR. REIMUND KUKE, AIROBOTICS

GERMANY, NLR NETHERLANDS, DLR, GERMANY, IAI, ISRAEL,

SWEDISH DEFENCE COLLEGE, SWEDEN, UNIVERSITY OF

NAPLES, ITALY, ONERA, FRANCE, EADS, FRANCE, SWEDISH

SPACE CORPORATION, SWEDEN.

2. TAMDAR - TAMDAR SENSOR DEVELOPMENT, DANIELS, T. S.,

“TROPOSPHERIC AIRBORNE METEOROLOGICAL DATA

REPORTING (TAMDAR) SENSOR DEVELOPMENT,” 2002-02-

153, SAE GENERAL AVIATION TECHNOLOGY CONFERENCE AND

EXPOSITION, APRIL 16-18, 2002, WICHITA, KS.

3. PRESENTATION - THE CHALLENGES OF SAFELY INTRODUCING UNMANNED

AIRCRAFT SYSTEMS (UAS) INTO THE NAS, AFS-430 PHIL

POTTER, STEVEN SWARTZ AND MARCELLO MIRABELLI AFS-820

MR. GLENN RIZNER, MAY-AUG 2004

4. PRESENTATION - MICRO-AERIAL VEHICLE DEVELOPMENT: DESIGN COMPONENTS

AND FLIGHT TESTING, BY GABRIEL TORRES AND THOMAS J.

MUELLER, UNIVERSITY OF NOTRE DAME, NOTRE DAME, IN.,

U.S., AUVSI CONFERENCE ON JULY 11-13 2000

5. RADARNET - MULTIFUNCTIONAL AUTOMOTIVE RADAR NETWORK,

HTTP://WWW.RADARNET.ORG

6. STUDY - UNMANNED AERIAL VEHICLE RELIABILITY STUDY, PREPARED

FOR THE U.S. OFFICE OF THE SECRETARY OF DEFENCE ON

FEB. 2003

7. UAV ROADMAP 2002 - UNMANNED AERIAL VEHICLES ROADMAP 2002-2027,

DEVELOPED BY THE OFFICE OF THE SECRETARY OF DEFENCE

(ACQUISITION, TECHNOLOGY, & LOGISTICS), AIR WARFARE.




8. VOLUME 3 - BACKGROUND - 25 NATIONS FOR AN AEROSPACE BREAKTHROUGH, EUROPEAN

CIVIL UNMANNED AIR VEHICLE ROADMAP, SECTION 4.

9. CAPECON REPORT - ONBOARD OBSTACLE DETECTION SYSTEM FOR ROTARY WING

UAV, PIERRE-MARIE BASSET, ONERA, TASK 6.1, D6-1-B

ROTARY TECHNOLOGIES B REPORT, ROTARY WING UAV

TECHNOLOGIES, SEPTEMBER 2003

10. PRESENTATION - LEAN AEROSPACE INITIATIVE, OVERVIEW, MAY 2004, 2004

MASSACHUSETTS INSTITUTE OF TECHNOLOGY -

WEB.MIT.EDU/LEAN

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