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
38
Embed
European Civil Unmanned Air Vehicle Roadmap - UVS R UVS/Publicatii-internationale... · The European Civil Unmanned Air Vehicle Roadmap Volume 1 was released in March 2005 and may
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
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:
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
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 9 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 11 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 13 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 15 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 19 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 20 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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%
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 25 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 26 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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.
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 27 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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:
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 30 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc
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
SAVE DATE: 2005-12-11 - PRINT DATE: 2005-12-11 Page 31 of 38DOCNAME: UAV Roadmap Vol II Action Plan.doc