1

UAV – lecture no 5 devoted to

Technologies part 1

Zdobyslaw Goraj

Warsaw, 2.04.2020

2

IAI - UAV systems Development

1980 1990 1985 2000 1995 2005

Scout II

Pioneer

Ranger

Searcher

Searcher II

Hunter

Heron1 / Eagle1

Heron2 / Eagle2

Firebird

E-Hunter

I-View

1970

Scout I

HALE

Operational

Tactical

Micro / Mini UAV

50 K / 150 K

MALE

HA-50

Organic Development/Demonstration

Operational customer

3

IAI UAV Systems Expertise

Ranger

Hunter

E/O

Payloads

SAR

GDT

MPR

AGCS EW

payloads

Heron 1

E-Hunter

Heron 2

Searcher \ SAR

Heron 1 \ MPR

Harpy

SAR/GMTI & MPR Radar Multimission Performance Radar

MPR (Maritime Patrol Radar) GDT Ground Directional Tracking

4

Endurance Total Endurance Capability *

* For Nominal Payload

0

5

10

15

20

25

30

35

40

1 10 100 1000 10000 100000

Max . Takeoff Weight [ lb ]

En

du

ran

ce

Micro-UAV Mini-UAV

50K

125K Searcher

Hunter

Heron

Heron TP HA-50

5

Operability-Automation Evolution

LEVEL 5 Autonomous Operation

LEVEL 4 Mission Oriented Automated Flight

LEVEL 3 Automated Flight & Navigation

LEVEL 2 Automated Flight

LEVEL 1 Semi-Automated Flight

LEVEL 0 Manual Control

Pioneer Searcher

Ranger Hunter Eagle 1 Eagle 2

1988 1992 1996 2000 2004

2 operators

per vehicle

Operator per

5 vehicles

Selected flight phases

controlled by autopilot

All flight phases automatically

controlled by autopilot

All flight phases automatically controlled.

Automated navigation

Wszystkie decyzje podejmowane na pokładzie UAV

Selected missions only

& Automatically controlled

6

What will change in the future? The use of UAVs as a core system in the “Coalition

Warfare” concept, requires the expansion of the

UAV characteristics space in all dimensions. persistence

safety

reliability

connectivity

survivability

operability

Future state

Current state

Długotrwałość w trzymaniu osiągów

i zdolności operacyjnej

Łączność z innymi UAV

Regular and irregular hexagon

7

MALE – a typical mission

Radius of the mission

End of ingress on altitude of 2 km

Flight with V=„the best unit range”

Flight with V=„the best unit endurance”

0.5 km, 20min waiting

for permission to land

8

HALE – typical requirements

Parameter Requirement Extreme value(s)

Altitude 60 000ft on loiter 65 000 ft

Flight speed Mach 0.6 at loiter alt. max Mach number: 0.65 due to aerodynamic efficiency

(dramatically increase of wave drag on airfoils)

Endurance 24 h on loiter Min 8 h

Range 1000 km 200 – 1000 km

Take off & landing Use of conventional airports

Payload weight 500 kg Min 350 kg

Power taping 8 kW

Climb performance 55 000 ft reached in 30 min Less than 1 hour

Sensor equipment area (several racks) : 0.5

m3

SAR antenna : 1.1mx0.5mx0.3m 0.4 to 0.6 m3 – Racks (units) dimensions are typically

0.5mx0.5mx0.5m

EO/IR sense part : 1mx0.7mx0.7m Max SAR antenna: 2.5mx0.6mx0.5m

Communication SATCOM antenna volume: sphere of 1.0 m

diameter

The use of SATCOM antenna depends on range

Payload volume or

dimensions (Length x width

x height)

9

Possibilities of SAR radar

10

SAR (LYNX)

resolution

11

M-47 Tank convoy – Resolution: 4 in

12

Design effort: HALE V-Tail avoids engine

exhaust impingement

Primary structure constructed of carbon-fiber

composite materials

Configurable, wing-mounted payload pods

Main landing-gear pod Commercially available

engine and propeller, rated to high-altitude

Field joints: Wing is constructed in 3 segments

for shipping in containers of 12.2 m long

WING

- LAMINAR FLOW AIRFOIL- AEROELASTIC TAILORING- HIGH T/C-INCREASED FUEL VOLUME- HIGH AR

FUSELAGE- OPTIMUM SENSOR AND COMM FIELD-OF-VIEW- LAMINAR LOW DRAG DESIGN- LOW DRAG SATCOM CANOPY

TAIL

- LOW RISK CONVENTIONAL CONFIGURATION- SIZED FOR LATERAL DIRECTIONAL CONTROL, CROSSWIND LANDING, ENGINE OUT, HIGH STABILITY

NACELLES

- EXTERNAL-ENGINE FLEXIBILITY LOW DRAG

CONTROL SURFSCES

- FLAPS, AILERONS, SPOILERONS FOR GUST ALLEVIATION AND DRAG CONTROL FOR TAKEOFF, DESCENT, AND LANDING

HA-21

HA-13

HA-10 Theseus

13

Configurations:benefits & drawbacks

14

Configurations:benefits & drawbacks HALE 1/4

Conventional configuration Benefits:

• Wing of high aerodynamic efficiency;

• Mature methods of analysis and design;

• Low risk;

Drawbacks:

• Often too high wing span (difficulties at Take-off);

• High bending moments;

• Small wing loading (W/S) sensitiveness to gust;

• Usually too high wing thickness excessive wave drag;

15

Configurations:benefits & drawbacks HALE 2/4

Flying wing configuration Benefits:

• Low wet area high aerodynamic efficiency;

Drawbacks:

• Luck of high aerodynamic efficiency in the off-design-point area;

• High bending moments;

• Small wing loading (W/S) sensitiveness to gust;

• Usually too high wing thickness excessive wave drag;

• Methods of analysis and design are far from maturity;

• Very high economical risk;

Remark:

A few successful design only: B2 (Stealth BWB; SAMONIT; … );

16

Configurations:benefits & drawbacks HALE 3/4

Join wings configuration

Benefits:

• Very stiff tail design;

• Much lighter structure;

• Wider possibilities for transmitter/receiver antennae arrangement;

• Lower bending moments;

Drawbacks:

• Aerodynamic interference in transonic range wave drag increase;

• Difficulties with landing gear proper arrangement;

Comments:

Many projects were developed, however no prototypes for HALE class;

17

Configurations:benefits & drawbacks HALE 4/4

Brace-wing configuration

Benefits:

• Long time existing traditions;

• New material allowing to reduce the weight and drag;

• Attractive for high aspect ratio wings;

• Theoretically attractive for passenger, long haul airliners;

• Braces work at „pure tensile mode” chance for high aspect ratio,

thin wings;

• Wing above tailplane better lateral stability, higher gap over runway,

easier take-off phase;

Drawbacks:

• Very high economical risk;

Remark:

No successful design yet;

18

Artistic view of a large PrandtlPlane aircraft

19

Sketches of a possible 250 seater Box-Wing

(Prandtl Plane) aircraft

20

Possible location of controls

and high lift devices

21

Sketch of Prandtl Plane as freighter with 4 open rotors and rear fuselage cargo door

22

potential benefit/impact

1. Ratio of front wing surface to rear wing surface

2. Sweep of rear wing and influence on stalling characteristics

3. Aspect ratio of front and rear wing

4. Vertical tip wing geometry and its behaviour on lift and drag

5. Definition of efficient high-lift and control concepts;

6. best use of control surfaces on all wings

7. Engine installation concepts (potential for big Open Rotor engine concepts)

8. Undercarriage installation possibilities

23

Full electric future configuration

HTS High-temperature superconductors

ETOPS - Extended Range Twin Operations

24

Power unit – typical altitude characteristics

psf = 1lbf/ft2 = 48 N/m2

1 knot (węzeł=mila morska /h) = 0,514 m/s = 1,853 km/h

lecompressib

errorinstrumentposition

VKCASKEAS

VVKIASKCAS

atmhPaPa

Paxpsf

1.012000012

48250250

25

Power unit FJ44-3 Modified to high altitude

26

FJ44-3 Modified to high altitude

2300 LBF Takeoff Thrust (SL, 72F And Below 5 min.) FJ44-2A data

2300 LBF Max Continuous Static Thrust (SL, 59F And Below)

Specific Fuel Consumption 0.47 lb/hr/lbf st

Weight 520 LB W/EFCU (dry)

Length 59.5 in.

Fan Dia 19.69 in.

Operation Altitude 0-51,000 FT

Operating Temp -65 TO + 133F

JET-A/JET-A1/JP8 Fuels

100 LL 50 Hr Emergency Usage

Oil MIL-STD-23699 (Mobil Jet Ii/Mobil 254)

Start Envelope 0-30,000 ft

High altitude version FJ44-3E of 3000 LBF take-off thrust

designed for 65 kfeets is available since 2005

27

Requirements for MALE

Parameter requirement Extreme values

Altitude 1-3 km 0.3; 5 km

Flight Speed 40-60 m/s Min: as low as possible

Endurance

16-18 h Less than 1 h for agriculture

Take off & landing

Non dedicated flat fields shall

be acceptable in several cases

Catapult; wire brake

Payload volume • FLIR 0.2 m3

• SAR 0.4 m3

• SATCOM LOS

Min elevation angle OTH~0.5o

Payload Weight 150 kg Max 200 kg

Payload Power 1 kW Max 1.5 kW

28

Wybór silnika dla MALE

• Diesel supercharged engine: THIELERT

TAE 125, N=135 hp; digital control

system FADEC

• 5 blade variable pitch MÜHLBAUER

MT-12 propeller

• Direct current generator 28V90A

29

Jednostka główna, THIELERT TAE 125

Engine installation

30

Auxiliary (emergency) power unit

31

Emergency power unit

•an additional cheap, multi-fuel engine,

•flying target engine: AHF-12, 7000 rpm, 22 hp,

rotary piston

•two-bladed, feathered propeller,

•tractor configuration, placed at the nose of fuselage,

•low weight of order 15 kg.

32

Emergency power unit – general view

33

Internal layout

34

Jak zmieniały się relacje kosztów

Originally:

33% ground station;

33% air vehicle;

33% sensors

Currently:

15% ground station;

25% air vehicle;

60% sensors 1990 1995 2000 2005

3

2

1

0

DoD

UAV

funding

$ Billion

Whatever the cost ratio, with $3B for 2010,

air vehicle funding is substantial

35

Wing section

0 0.2 0.4 0.6 0.8 1

-0.1

0

0.1

0.2 Global Hawk LRT-17.5

LRT-17.5 wing section was selected, mainly due to

its high CL, needed at loiter regime with Ma=0.6.

It enabled to essentially limit the gross wing area.

36

Profil LRT (1/5)

37

Profil LRT (2/5)

38

Profil LRT (3/5)