Key Subsystem Programs UAV Common Automated Recovery System (UCARS) UCARS has been developed to improve the precision, ease and safety of UAV recoveries, both on land and afloat, and in most kinds of weather and operating conditions. UCARS comprises a common position sensing system (provided by Sierra Nevada Corp., Reno, NV) and UAV-specific guidance and control software (developed by each UAV’s prime contractor). The position sensing system is a millimeter-wave transponder tracking radar. From September through December 1996, UCARS was successfully ground- and flight-tested aboard VC-6’s Pioneer system at Webster Field, MD. Shipboard flight testing aboard the USS Shreveport, 20 – 31 January 1997, resulted in seven successful net recoveries and fully demonstrated UCARS’ operational utility. Suitability testing of the first production UCARS unit began in May 1997. It will be fielded on Pioneer in FY 1998 – 99. UCARS-aided Pioneer recovery aboard the USS Shreveport UCARS Track Subsystem UCARS integration into Outrider began in FY 1997, while Predator integration will be started in FY 1998. A VTOL-UCARS demonstration is an option of the VTOL BAA (see p. 11). TCS will also incorporate the ability to recover AVs using UCARS. Modular Integrated Avionics Group (MIAG) MIAG is a new, lightweight avionics package designed to replace multiple UAV avionics subsystems, improve UAV flight performance, and reduce weight and cost. Its initial application is on Pioneer. The 15-lb MIAG unit’s functions include primary and backup navigation, flight stability control and processing, engine interface and control, mission loading and verification, payload control, Mode 4-capable Mark XII IFF, in-flight mission updating, data link manage-ment, built-in test and monitoring, and internal power sources. This multi-subsystem upgrade will increase many-fold the reliability of the relevant Pioneer functions, improve the AV’s center of gravity, and reduce weight by up to 40 lb. This in turn will make room for larger payloads. MIAG(left) will replace the components at right, plus wiring (not shown) A MIAG engineering development model was integrated with Pioneer and flown successfully in July 1997. Production and full Pioneer fleet retrofit are planned, with the first incremental contract award in mid-FY 1998. Prime contractor is Lear Astronics, Santa Monica, CA. Tactical Common Data Link (TCDL) The objective of the TCDL program is to develop a lightweight, low-cost, CDL-interoperable data link for smaller UAVs and selected manned reconnaissance aircraft. The TCDL will support air-to-surface transmission of radar, imagery, video and other sensor information at ranges up to 200 km. It will interoperate with existing CDL systems operating at the 10.71-Mbps return link and 200-kbps command link rates. Programmable TCDL design features will enable the system to operate at up to 45 Mbps using commercial products and waveforms, while still retaining CDL interoperability. TCDL program goals are to: Increase capability of, and lower costs and increase competition for, CDL-interoperable equipment; and Emphasize an open systems architecture using state-of-the-art communications technology and COTS systems and components. Its six-month Phase I design study for the began in May 1997 with awards to three contractor teams: L3 Com and Rockwell Collins; Harris, GEC Marconi-Hazeltine, and TSI; and Motorola, Raytheon E-Systems, and Cubic. Phase II’s design, build and test work will start in January 1998. The goal of Phase II is to develop multiple TCDL-certified vendors. Heavy Fuel Engine (HFE) DoD HFE Development Program Following the June 1997 USD(A&T) decision to remove the HFE option from the TUAV ACTD, a separate HFE development project has been established under DUSD(AT). A committee representing several OSD and Service offices met to focus DoD and industry efforts on HFE maturation and application to relatively small platforms, from UAVs to a variety of surface vehicles and equipment. At this stage, a common HFE family appears infeasible, due to the lighter weight-to-power density of 1.5 lb/hp for UAVs vs. 2.5 lb/hp with more stringent emission requirements for ground vehicles, and also projected differences in load requirements, cooling, and production quantities. However, significant common technology applications at the subsystem and component level show promise (e.g., for compressors, fuel pumps, injectors, rings, and perhaps even pistons, rods, and valves). The committee believes that it may be feasible to develop a prototype HFE for UAVs based on current lightweight automotive engine work that meets TUAV requirements. Commercial HFE Initiatives for UAVs Some companies are already pursuing their own HFE initiatives for their UAVs: HFE Demo for Pioneer. In October 1997, PEO(CU) contracted with Sonex Research Inc., Annapolis, MD, to convert two Pioneer gasoline-fueled engines to heavy fuel and demonstrate their operation in April 1998. This award follows Sonex’s flight demonstration of a smaller engine conversion for the Naval Research Laboratory. HFE for Predator. General Atomics has an in-house effort to develop an HFE for Predator. Hunter HFE Development. The Williams HFE that was being developed for Hunter may also have potential for other UAVs (including Predator). The Williams HFE had progressed to Critical Design Review (CDR) before the effort was halted as part of the Hunter UAV program termination